EP3936365A1 - Electric power system for a vehicle - Google Patents
Electric power system for a vehicle Download PDFInfo
- Publication number
- EP3936365A1 EP3936365A1 EP21179664.4A EP21179664A EP3936365A1 EP 3936365 A1 EP3936365 A1 EP 3936365A1 EP 21179664 A EP21179664 A EP 21179664A EP 3936365 A1 EP3936365 A1 EP 3936365A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- electric machine
- electric
- power
- electrical
- power system
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
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Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/02—Aircraft characterised by the type or position of power plants
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/13—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines using AC generators and AC motors
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J1/00—Circuit arrangements for dc mains or dc distribution networks
- H02J1/10—Parallel operation of dc sources
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0092—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption with use of redundant elements for safety purposes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/04—Cutting off the power supply under fault conditions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/02—Aircraft characterised by the type or position of power plants
- B64D27/026—Aircraft characterised by the type or position of power plants comprising different types of power plants, e.g. combination of a piston engine and a gas-turbine
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/02—Aircraft characterised by the type or position of power plants
- B64D27/10—Aircraft characterised by the type or position of power plants of gas-turbine type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/02—Aircraft characterised by the type or position of power plants
- B64D27/16—Aircraft characterised by the type or position of power plants of jet type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/02—Aircraft characterised by the type or position of power plants
- B64D27/24—Aircraft characterised by the type or position of power plants using steam or spring force
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C3/00—Gas-turbine plants characterised by the use of combustion products as the working fluid
- F02C3/04—Gas-turbine plants characterised by the use of combustion products as the working fluid having a turbine driving a compressor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C6/00—Plural gas-turbine plants; Combinations of gas-turbine plants with other apparatus; Adaptations of gas-turbine plants for special use
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C6/00—Plural gas-turbine plants; Combinations of gas-turbine plants with other apparatus; Adaptations of gas-turbine plants for special use
- F02C6/20—Adaptations of gas-turbine plants for driving vehicles
- F02C6/206—Adaptations of gas-turbine plants for driving vehicles the vehicles being airscrew driven
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/32—Arrangement, mounting, or driving, of auxiliaries
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02K—JET-PROPULSION PLANTS
- F02K5/00—Plants including an engine, other than a gas turbine, driving a compressor or a ducted fan
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
- H02K11/04—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection for rectification
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K3/00—Details of windings
- H02K3/04—Windings characterised by the conductor shape, form or construction, e.g. with bar conductors
- H02K3/28—Layout of windings or of connections between windings
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
- H02K7/18—Structural association of electric generators with mechanical driving motors, e.g. with turbines
- H02K7/1807—Rotary generators
- H02K7/1823—Rotary generators structurally associated with turbines or similar engines
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M1/00—Details of apparatus for conversion
- H02M1/08—Circuits specially adapted for the generation of control voltages for semiconductor devices incorporated in static converters
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M3/00—Conversion of dc power input into dc power output
- H02M3/22—Conversion of dc power input into dc power output with intermediate conversion into ac
- H02M3/24—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters
- H02M3/28—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac
- H02M3/325—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal
- H02M3/335—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only
- H02M3/3353—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only having at least two simultaneously operating switches on the input side, e.g. "double forward" or "double (switched) flyback" converter
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/10—Air crafts
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2210/00—Converter types
- B60L2210/30—AC to DC converters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/40—Electrical machine applications
- B60L2220/42—Electrical machine applications with use of more than one motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/50—Structural details of electrical machines
- B60L2220/56—Structural details of electrical machines with switched windings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D2221/00—Electric power distribution systems onboard aircraft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2220/00—Application
- F05D2220/70—Application in combination with
- F05D2220/76—Application in combination with an electrical generator
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K21/00—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets
- H02K21/12—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets
- H02K21/14—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets with magnets rotating within the armatures
- H02K21/16—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets with magnets rotating within the armatures having annular armature cores with salient poles
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K2213/00—Specific aspects, not otherwise provided for and not covered by codes H02K2201/00 - H02K2211/00
- H02K2213/12—Machines characterised by the modularity of some components
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present subject matter relates generally to a vehicle electrical system, and more particularly to a vehicle electric power system having at least one electric machine and multiple DC channels for powering a vehicle load.
- a conventional commercial aircraft generally includes a fuselage, a pair of wings, and a propulsion system that provides thrust.
- the propulsion system typically includes at least two aircraft engines, such as turbofan jet engines.
- Each turbofan jet engine is mounted to a respective one of the wings of the aircraft, such as in a suspended position beneath the wing, separated from the wing and fuselage.
- propulsion systems have been proposed of a hybrid-electric design.
- an electric power source may provide electric power to an electric fan to power the electric fan.
- Electric power systems capable of providing this electric power while maintaining a robustness and a redundancy in design would be beneficial.
- a vehicle electric power system includes at least first and second electric machines, a first electrical channel, and a second electrical channel.
- Each electric machine includes a plurality of multi-phase windings that are substantially magnetically decoupled. Each electric machine is mechanically balanced even if one of the plurality of windings is de-energized.
- the first electrical channel couples the first electric machine to a first electrical power bus and to a second electrical power bus.
- the second electrical channel couples the second electric machine to the first electrical power bus and to the second electrical power bus.
- Multiple DC channels for the vehicle electric power system are formed at least in part by the first electrical power bus and the second electrical power bus.
- a vehicle electric power system in another exemplary embodiment of the present disclosure, includes a gas turbine engine, an LP electric machine, and an HP electric machine.
- the gas turbine engine includes a low pressure turbine and a low pressure compressor rotatable with one another through a low pressure shaft and a high pressure turbine and a high pressure compressor rotatable with one another through a high pressure shaft.
- the LP electric machine is rotatable with the low pressure shaft, and includes a passive rectifier assembly for providing a first power flow.
- the HP electric machine is rotatable with the high pressure shaft, and is coupled to an active rectifier assembly for providing a second power flow.
- Another exemplary embodiment of the present disclosure concerns a method for generating electric power for a vehicle.
- the method includes generating a first power flow at a first electric machine.
- the method also includes passively rectifying the first power flow generated by the first electric machine.
- the method also includes generating a second power flow at a second electric machine.
- the method also includes actively rectifying the second power flow generated by the second electric machine.
- the method also includes coupling passively rectified first power from the first electric machine to at least first and second DC channels.
- the method also includes coupling actively rectified second power from the second electric machine to the at least first and second DC channels.
- the method also includes powering one or more loads within a vehicle with DC voltages provided by the first and second DC channels.
- a vehicle electric power system in another exemplary embodiment of the present disclosure, includes at least one electric machine, one or more power rectifiers, and a plurality of electrical power busses.
- the at least one electric machine comprising a plurality of tooth-wound multi-phase windings that are substantially magnetically decoupled, wherein the at least one electric machine is mechanically balanced even if one of the plurality of windings is de-energized.
- the one or more power rectifiers are for producing rectified power from the power generated by the at least one electric machine.
- the plurality of electrical power busses are formed after the at least one power rectifier, and are configured to provide DC power to one or more loads within a vehicle.
- first, second, and third may be used interchangeably to distinguish one component from another and are not intended to signify location or importance of the individual components.
- forward and aft refer to relative positions within a gas turbine engine or vehicle, and refer to the normal operational attitude of the gas turbine engine or vehicle.
- forward refers to a position closer to an engine inlet and aft refers to a position closer to an engine nozzle or exhaust.
- upstream and downstream refer to the relative direction with respect to a flow in a pathway.
- upstream refers to the direction from which the fluid flows
- downstream refers to the direction to which the fluid flows.
- upstream and downstream as used herein may also refer to a flow of electricity.
- Approximating language is applied to modify any quantitative representation that could permissibly vary without resulting in a change in the basic function to which it is related. Accordingly, a value modified by a term or terms, such as “about”, “approximately”, and “substantially”, are not to be limited to the precise value specified.
- the approximating language may correspond to the precision of an instrument for measuring the value, or the precision of the methods or machines for constructing or manufacturing the components and/or systems.
- the approximating language may refer to a value being within a +/- 1, 2, 4, 10, 15, or 20 percent margin in either individual values, range(s) of values and/or endpoints defining range(s) of values.
- the subject technology is generally directed to various architectures for an electric power system, such as an electric power system configured to supply power in an aircraft.
- power can be reliably generated and supplied during normal steady-state operation as well as under fault conditions in order to generate thrust in a propulsion assembly of an aircraft.
- Power generation can employ two electric machines (e.g., an LP generator and an HP generator) to supply engine and aircraft loads, one rotatable with an LP shaft/spool and one rotatable with an HP shaft/spool.
- the various configurations can be adapted to provide for high power density packaging within an aircraft engine at different voltage levels of a DC bus (e.g., ⁇ 270 V, ⁇ 1200 V or other high voltage levels (e.g., in a bipolar voltage range of between about +/- 270 and about +/- 2,400 volts, or in a unipolar voltage range of between about 270 volts and 4800 volts)), in order to optimize overall system weight, size, efficiency, and reliability.
- a DC bus e.g., ⁇ 270 V, ⁇ 1200 V or other high voltage levels (e.g., in a bipolar voltage range of between about +/- 270 and about +/- 2,400 volts, or in a unipolar voltage range of between about 270 volts and 4800 volts)
- the voltage levels for the DC bus may be a unipolar or bipolar voltage and between 270 and 800, below 270, between 600 and 1200, about 800, about 1200, between 800 and 1600, between 1200 and 2400, about 1600, about 2600, about 3000, between 2400 and 3000, about 4800, between 3000 and 4800, and/or above 4800 in order to optimize overall system weight, size, efficiency, and reliability.
- Electric power systems as described herein can include first and second electric machines as well as a power distribution system (PDU) that is configured as a dual bus system including first and second independent electrical power buses.
- Each electrical power bus can electrically connect and provide an independent source of DC power to a separate aircraft engine or other load (e.g. to an electric propulsion assembly).
- the dual bus system is designed to add a level of redundancy to the electric power system. If a fault occurs within an electric machine connection, internal to an electric machine, in electrical cables, in a power converter, or in another location, one of the electrical power buses (or one inverter channel associated with a single bus) can be taken offline while the other inverter channels or electrical power bus(es) continue to operate.
- Such electric power system configurations afford the capability of running full aircraft load with one of the inverter channels or electrical power buses being offline. Power flow thus can be advantageously managed within an electric power system without causing disruption to the system.
- the channels are configured to be magnetically balanced to avoid mechanical forces that would otherwise occur in the event of unbalanced magnetic pull caused by magnetic flux being generated in only a portion of an electric machine.
- Magnetic balancing can be achieved by providing first and second independent inverter channels within each electrical channel of an electric power system, along with specific configurations within the winding-inverter connections of an electric machine. These features can be designed so that the electric channels within the electric power systems remain magnetically balanced and mechanically stable.
- additional improvements can be made to the size, weight and efficiency of an electric power system.
- One option for achieving such additional improvements is by co-locating converters with a power distribution unit. For instance, providing an LP converter, HP converter, and first and second electrical power buses within the same PDU assembly can substantially reduce or eliminate the amount and number of cables and DC common-mode filtering that might otherwise be needed within an electric power system.
- Another option for achieving such additional improvements is to eliminate an LP converter by including a diode-rectifier configuration at the LP machine.
- a capacitor configuration can also be included at the LP machine for generating reactive power.
- Elimination of an LP converter by including a capacitor-diode rectifier at the LP machine is possible when power flow occurs only from the LP machine to the HP machine and not from the HP machine to the LP machine. Such option helps provide high power quality, low stress on the LP generator insulation, and reduced/eliminated need for common mode filtering on the DC cable(s) from an LP generator without oversizing the machine.
- FIG. 1 provides a top view of an exemplary aircraft 10 as may incorporate various embodiments of the present disclosure.
- the aircraft 10 defines a longitudinal centerline 14 that extends therethrough, a lateral direction L, a forward end 16, and an aft end 18.
- the aircraft 10 includes a fuselage 12, extending longitudinally from the forward end 16 of the aircraft 10 to the aft end 18 of the aircraft 10, and a wing assembly including a port side and a starboard side. More specifically, the port side of the wing assembly is a first, port side wing 20, and the starboard side of the wing assembly is a second, starboard side wing 22.
- the first and second wings 20, 22 each extend laterally outward with respect to the longitudinal centerline 14.
- the first wing 20 and a portion of the fuselage 12 together define a first side 24 of the aircraft 10, and the second wing 22 and another portion of the fuselage 12 together define a second side 26 of the aircraft 10.
- the first side 24 of the aircraft 10 is configured as the port side of the aircraft 10
- the second side 26 of the aircraft 10 is configured as the starboard side of the aircraft 10.
- Each of the wings 20, 22 for the exemplary embodiment depicted includes one or more leading edge flaps 28 and one or more trailing edge flaps 30.
- the aircraft 10 further includes a vertical stabilizer 32 having a rudder flap (not shown) for yaw control, and a pair of horizontal stabilizers 34, each having an elevator flap 36 for pitch control.
- the fuselage 12 additionally includes an outer surface or skin 38. It should be appreciated however, that in other exemplary embodiments of the present disclosure, the aircraft 10 may additionally or alternatively include any other suitable configuration. For example, in other embodiments, the aircraft 10 may include any other configuration of stabilizer.
- the exemplary aircraft 10 of FIG. 1 additionally includes a propulsion system 50 having a first propulsor assembly 52 and a second propulsor assembly 54.
- FIG. 2 provides a schematic, cross-sectional view of the first propulsor assembly 52
- FIG. 3 provides a schematic, cross-sectional view of the second propulsor assembly 54.
- each of the first propulsor assembly 52 and second propulsor assembly 54 are configured as under-wing mounted propulsor assemblies.
- the first propulsor assembly 52 is mounted, or configured to be mounted, to the first side 24 of the aircraft 10, or more particularly, to the first wing 20 of the aircraft 10.
- the first propulsor assembly 52 generally includes a turbomachine 102 and a primary fan (referred to simply as "fan 104" with reference to FIG. 2 ). More specifically, for the embodiment depicted the first propulsor assembly 52 is configured as a turbofan engine 100 (i.e., the turbomachine 102 and the fan 104 are configured as part of the turbofan engine 100).
- the turbofan engine 100 defines an axial direction A1 (extending parallel to a longitudinal centerline 101 provided for reference), a radial direction R1, and a circumferential direction C (extending about the axial direction A1; not depicted in FIG. 2 ).
- the turbofan engine 100 includes a fan section 102 and a core turbine engine 104 disposed downstream from the fan section 102.
- the exemplary core turbine engine 104 depicted generally includes a substantially tubular outer casing 106 that defines an annular inlet 108.
- the outer casing 106 encases, in serial flow relationship, a compressor section including a booster or low pressure (LP) compressor 110 and a high pressure (HP) compressor 112; a combustion section 114; a turbine section including a high pressure (HP) turbine 116 and a low pressure (LP) turbine 118; and a jet exhaust nozzle section 120.
- the compressor section, combustion section 114, and turbine section together define a core air flowpath 121 extending from the annular inlet 108 through the LP compressor 110, HP compressor 112, combustion section 114, HP turbine section 116, LP turbine section 118 and jet nozzle exhaust section 120.
- a high pressure (HP) shaft or spool 122 drivingly connects the HP turbine 116 to the HP compressor 112.
- a low pressure (LP) shaft or spool 124 drivingly connects the LP turbine 118 to the LP compressor 110
- the fan section 102 may include a fixed or variable pitch fan 126 having a plurality of fan blades 128 coupled to a disk 130 in a spaced apart manner.
- the fan blades 128 extend outwardly from disk 130 generally along the radial direction R.
- each fan blade 128 is rotatable relative to the disk 130 about a pitch axis PI by virtue of the fan blades 128 being operatively coupled to a suitable actuation member 132 configured to collectively vary the pitch of the fan blades 128 in unison.
- the fan blades 128, disk 130, and actuation member 132 are together rotatable about the longitudinal axis 12 by LP shaft 124.
- the disk 130 is covered by rotatable front hub 136 aerodynamically contoured to promote an airflow through the plurality of fan blades 128.
- the exemplary fan section 102 includes an annular fan casing or outer nacelle 138 that circumferentially surrounds the fan 126 and/or at least a portion of the core turbine engine 104.
- the nacelle 138 is supported relative to the core turbine engine 104 by a plurality of circumferentially-spaced outlet guide vanes 140.
- a downstream section 142 of the nacelle 138 extends over an outer portion of the core turbine engine 104 so as to define a bypass airflow passage 144 therebetween.
- the exemplary turbofan engine 100 depicted includes a first electric machine and a second electric machine.
- the first electric machine is rotatable with the LP shaft 124 and fan 126
- the second electric machine is rotatable with the HP shaft 122.
- the first electric machine is an LP electric machine 146
- the second electric machine is an HP electric machine 145.
- the LP electric machine 146 is configured as an electric generator co-axially mounted to and rotatable with the LP shaft 124.
- co-axially refers to the axes being aligned.
- the LP electric machine 146 is positioned inward of the core air flowpath 121 within or aft of the turbine section of the turbofan engine 100, and as such may be referred to as an embedded electric machine.
- the HP electric machine 145 is configured as an electric generator co-axially mounted to and rotatable with the HP shaft 122.
- the HP electric machine 145 is also positioned inward of the core air flowpath 121, but within compressor section of the turbofan engine 100, and as such may also be referred to as an embedded electric machine.
- the LP electric machine 146 and the HP electric machine 145 each include a rotor 148 and a stator 150.
- the LP electric machine 146 and the HP electric machine 145 may be configured in accordance with one or more of the exemplary electric machines described below.
- an axis of the LP electric machine 146 and/or the HP electric machine 145 may be offset radially from the axes of the LP shaft 124 and HP shaft 122, respectively, and further the LP electric machine 146 and/or the HP electric machine 145 may be oblique to the axes of the LP shaft 124 and HP shaft 122, respectively. Further, in one or more exemplary embodiments, the LP electric machine 146 and/or the HP electric machine 145 may be located outward of the core air flowpath 121, e.g., within the casing 106 of the turbofan engine 100 or nacelle 138.
- the LP electric machine 146 and the HP electric machine 145 are described above as electric generators, in certain exemplary embodiments one or both of the LP electric machine 146 and the HP electric machine 145 may be configured as an electric motor, or may be switched between an electric generator mode and an electric motor mode.
- turbofan engine 100 depicted in FIG. 2 is provided by way of example only, and that in other exemplary embodiments, the turbofan engine 100 may have any other suitable configuration.
- the turbofan engine 100 may be configured as a turboprop engine, a turbojet engine, a differently configured turbofan engine, an unducted turbofan engine (e.g., without the nacelle 138, but including the stationary outlet guide vanes 140), or any other suitable gas turbine engine.
- the gas turbine engine may be a geared gas turbine engine (e.g., having a reduction gearbox between the LP shaft 124 and fan 128), may have any other suitable number or configuration of shafts/ spools (e.g., may include an intermediate speed shaft/ turbine/ compressor), etc.
- the propulsion system 50 depicted additionally includes an electrical power connection assembly 58 to allow the LP and HP electric machines 146, 145 to be in electrical communication with one or more other components of the propulsion system 50 and/or the aircraft 10.
- the electrical power connection assembly 58 includes one or more electrical cables or lines 60 connected to the LP and HP electric machines 146, 145, which may extend from the LP and HP electric machines 146, 145 through one or more of the outlet guide vanes 140.
- the electrical power bus is generally configured as a high-voltage electrical power bus, such that the propulsion system 50 may generally operate with relatively high voltages.
- the propulsion system 50 depicted further includes one or more energy storage devices 55 (such as one or more batteries or other electrical energy storage devices) electrically connected to the electrical power connection assembly 58 for, e.g., providing electrical power to the second propulsor assembly 54 and/or receiving electrical power from an electric generator.
- one or more energy storage devices 55 may provide performance gains, and may increase a propulsion capability of the propulsion system 50 during, e.g., transient operations. More specifically, the propulsion system 50 including one or more energy storage devices 55 may be capable of responding more rapidly to speed change demands.
- the exemplary propulsion system 50 additionally includes the second propulsor assembly 54 positioned, or configured to be positioned, at a location spaced apart from the first propulsor assembly 52.
- the second propulsor assembly 54 is mounted to the second side 26 of the aircraft 10, or rather to the second wing 22 of the aircraft 10.
- the second propulsor assembly 54 is generally configured as an electric propulsion assembly including an electric motor and a propulsor. More particularly, for the embodiment depicted, the electric propulsion assembly 200 includes an electric motor 206 and a propulsor/fan 204.
- the electric propulsion assembly 200 defines an axial direction A2 extending along a longitudinal centerline axis 202 that extends therethrough for reference, as well as a radial direction R2.
- the fan 204 is rotatable about the centerline axis 202 by the electric motor 206.
- the fan 204 includes a plurality of fan blades 208 and a fan shaft 210.
- the plurality of fan blades 208 are attached to/rotatable with the fan shaft 210 and spaced generally along a circumferential direction of the fan (not shown).
- the plurality of fan blades 208 may be attached in a fixed manner to the fan shaft 210, or alternatively, the plurality of fan blades 208 may be rotatable relative to the fan shaft 210, such as in the embodiment depicted.
- the plurality of fan blades 208 each define a respective pitch axis P2, and for the embodiment depicted are attached to the fan shaft 210 such that a pitch of each of the plurality of fan blades 208 may be changed, e.g., in unison, by a pitch change mechanism 211. Changing the pitch of the plurality of fan blades 208 may increase an efficiency of the second propulsor assembly 54 and/or may allow the second propulsor assembly 54 to achieve a desired thrust profile.
- the fan 204 may be referred to as a variable pitch fan.
- the electric propulsion assembly 200 depicted additionally includes a fan casing or outer nacelle 212, attached to a core 214 of the fan 204 through one or more struts or outlet guide vanes 216.
- the outer nacelle 212 substantially completely surrounds the fan 204, and particularly the plurality of fan blades 208.
- the fan 204 may be referred to as a ducted electric fan.
- the fan shaft 210 is mechanically coupled to the electric motor 206 within the core 214, such that the electric motor 206 drives the fan 204 through the fan shaft 210.
- the fan shaft 210 is supported by one or more bearings 218, such as one or more roller bearings, ball bearings, or any other suitable bearings.
- the electric motor 206 may be an inrunner electric motor (i.e., including a rotor positioned radially inward of a stator), or alternatively may be an outrunner electric motor (i.e., including a stator positioned radially inward of a rotor).
- the electric power source i.e., the electric generator(s) of the first propulsor assembly 52 for the embodiment depicted
- the electric propulsion assembly i.e., the electric motor 206 and the fan 204 of the electric propulsion assembly 200 for the embodiment depicted
- the electric motor 206 of the electric propulsion assembly 200 is in electrical communication with the electric power system through the electrical power connection assembly 58, and more particularly through the one or more electrical cables or lines 60 extending therebetween.
- the electrical power connection assembly 58 is configured to provide relatively high-voltage electrical power to the electric propulsion assembly for driving the electric propulsion assembly.
- a propulsion system in accordance with one or more of the above embodiments may be referred to as a gas-electric, or hybrid-electric propulsion system, given that a first propulsor assembly is configured as a gas turbine engine and a second propulsor assembly is configured as an electrically driven fan.
- the exemplary propulsion system may have any other suitable configuration, and further, may be integrated into an aircraft 10 in any other suitable manner.
- the hybrid-electric propulsion system may have any suitable number of gas turbine engines (such as one, two, three, four, etc.) distributed in any suitable manner (such as along a port side wing, a starboard side wing, a fuselage of the aircraft, an aft location, etc.), and mounted in any suitable manner (such as in an under-wing mount, an over-wing mount, integrated into a wing, mounted to a fuselage of the aircraft, mounted to a stabilizer of the engine, mounted at the aft end as a boundary layer ingestion engine, etc.).
- the hybrid-electric propulsion system may have any suitable number of electric propulsion engines (such as one, two, three, four, etc.) distributed in any suitable manner (such as along a port side wing, a starboard side wing, a fuselage of the aircraft, an aft location, etc.), and mounted in any suitable manner (such as in an under-wing mount, an over-wing mount, integrated into a wing, mounted to a fuselage of the aircraft, mounted to a stabilizer of the engine, mounted at the aft end as a boundary layer ingestion engine, etc.).
- electric propulsion engines such as one, two, three, four, etc.
- any suitable manner such as along a port side wing, a starboard side wing, a fuselage of the aircraft, an aft location, etc.
- any suitable manner such as in an under-wing mount, an over-wing mount, integrated into a wing, mounted to a fuselage of the aircraft, mounted to a stabilizer of the engine, mounted at the aft
- each may be directed to a single electric propulsion engine or a single group of electric propulsion engines, or each may be in electrical communication with a common electrical bus to provide power to the electric propulsion engine(s).
- the propulsion system described herein is depicted as having been incorporated into an aircraft 10, in other exemplary embodiments, the propulsion system may additionally or alternatively be incorporated into any other suitable vehicle.
- the propulsion system may be incorporated into a nautical vehicle utilizing one or more turbine engines (such as a ship or submarine), a locomotive vehicle utilizing one or more turbine engines, etc.
- the exemplary hybrid electric propulsion system 300 can include a gas turbine engine 100 having an HP electric machine 145 rotatable with an HP shaft 122 of the gas turbine engine 100 and an LP electric machine 146 rotatable with an LP shaft 124 of the gas turbine engine 100.
- the HP electric machine 145 and LP electric machine 146 can be part of an electric power system 61 that also includes a power distribution unit (PDU) 62.
- PDU 62 can provide multiple DC voltages that are generated by the electric power system 61.
- Such multiple DC voltages can be provided at the same and/or different values, provided at fixed and/or varied levels, and configured as either regulated and/or unregulated voltages.
- power generated by the electric power system 61 can include electric power that flows between LP and HP spools (e.g., from the LP generator to the HP starter-generator) for the purpose of improving specific fuel consumption.
- the exemplary hybrid electric propulsion system 300 further includes an electric propulsion assembly 200 having a fan/propulsor 204 and an electric motor 206.
- the exemplary hybrid electric propulsion system 300 also includes an electrical power connection assembly 58 electrically coupling the gas turbine engine (or rather the HP and LP electric machines 145, 146) with the electric propulsion assembly 200 (or rather the electric motor 206).
- aircraft load 65 can additionally include an aircraft load 65 that is coupled to the PDU 62 and that is powered by the multiple DC channels.
- aircraft load 65 can correspond to one or more engine electrical loads such as but not limited to fuel pump(s), cooling pump(s) and engine icing protection.
- aircraft load 65 can correspond to one or more environmental control systems such as but not limited to systems for cabin pressurization, cabin air-conditioning, and the like, flight control electrified actuators, avionics, wing icing protection, and other systems requiring DC power within an aircraft.
- the electrical power connection assembly 58 is configured as a dual bus system whereby PDU 62 includes first and second independent electrical power buses.
- the first electrical power bus can electrically connect and provide a first source of DC power from the electric power system 61 to the electric propulsion assembly 200 and/or to aircraft load 65.
- a first set of one or more cables or connectors 64 can be provided to transfer power from the first electrical power bus of PDU 62 to the electric propulsion assembly 200 (or rather the electric motor 206), and/or to aircraft load 65.
- the second electrical power bus can electrically connect and provide a second source of DC power from the electric power system 61 to the electric propulsion assembly 200 and/or to aircraft load 65.
- a second set of one or more cables or connectors 66 can be provided to transfer power from the second electrical power bus of PDU 62 to the electric propulsion assembly 200 (or rather the electric motor 206) and/or to aircraft load 65.
- the second electrical power bus of PDU 61 is configured to be electrically independent from the first electrical power bus.
- first and second sets of cables/connectors 64, 66 are illustrated in FIG. 4 and discussed with reference to first and second electrical power buses of PDU 62, it should be appreciated that additional layers of redundancy (e.g., a plurality of electrical power buses including first, second, third, or more power buses) are possible.
- electric power system 61 can be configured as a high-voltage electric power system
- propulsion system 300 can be configured as a high-voltage propulsion system.
- the power generated by HP electric machine 145 and LP electric machine 146 and ultimately transferred by PDU 62 to the electric propulsion assembly 200 and/or to aircraft load 65 can be configured to provide electrical power at a voltage exceeding 800 volts ("V").
- the electric power buses within PDU 62 can be configured to transfer electrical power received from HP electric machine 145 and LP electric machine 146 to the electric propulsion assembly 200 and/or to aircraft load 65 at a bipolar voltage level between about +/- 270 V and about +/- 2400 V, or more particularly between about +/- 270 V and about +/- 1,200 V.
- the electric power buses within PDU 62 can be configured to transfer electrical power received from HP electric machine 145 and LP electric machine 146 to the electric propulsion assembly 200 and/or to aircraft load 65 at a bipolar or unipolar voltage level between 270 and 800, below 270, between 600 and 1200, about 800, about 1200, between 800 and 1600, between 1200 and 2400, about 1600, about 2600, about 3000, between 2400 and 3000, about 4800, between 3000 and 4800, and/or above 4800.
- electrical power can be transferred at a lower electrical current while still delivering a desired amount of power.
- cables e.g., cables 64, 66
- Such a configuration may allow for cables (e.g., cables 64, 66) having a reduced thickness, or diameter, which may save weight in an aircraft including the exemplary propulsion system 300. Because transfer cables can often be required to extend relatively long distances, a reduced thickness, or diameter, within such cables can advantageously save an appreciable amount of size and weight within the aircraft.
- PDU 62 may be configured to transfer electrical power to the electric propulsion assembly 200 and/or aircraft load at an electrical current between about 30 amps ("A") and about 1,200 A, such as between about 100 A and about 1,000 A.
- the PDU 62 may be configured to transfer at least about 750 kilowatts of electrical power to the electric propulsion assembly 200 and up to about twelve (12) megawatts of electrical power.
- the PDU 62 may be configured to transfer at least about one (1) megawatt of electrical power to the electric propulsion assembly 200 and/or aircraft load 65, such as between about one (1) megawatt of electrical power and about two (2) megawatts of electrical power.
- FIGS. 5-16 generally provide additional details of the dual bus system within PDU 62 and other aspects of an electric power system 61 that includes a plurality of electric machines (e.g., HP electric machine 145 and LP electric machine 146).
- the dual bus system is designed to add a level of redundancy to the electric power system 61. To that effect, if a fault occurs within various locations (e.g., in an electric machine connection, internal to an electric machine, in electrical cables, in a power converter, etc.), one of the electrical power buses can be taken offline while the other electrical power bus(es) continue to operate.
- FIGS. 5-10 additional aspects of electric machine connections within an electric power system 61 are schematically illustrated.
- FIGS. 5, 7, and 9 depict example connection configurations for windings and terminals within an electric machine
- FIGS. 6, 8, and 10 provide corresponding schematic illustrations of how the connection configurations of FIGS. 5, 7, and 9 can be coupled to subsequent components within an electric power system.
- the connection configurations and corresponding schematics of FIGS. 5-10 illustrate only a single electric machine. However, the configurations can be equally applied across multiple electric machines (e.g., a first electric machine such as LP electric machine (LP generator) 146 and a second electric machine such as HP electric machine (HP generator 145).
- LP generator LP electric machine
- HP electric machine HP generator 145
- the machines can include the same or different configurations, and can be designed to deliver the same or different voltage/power levels across multiple DC channels.
- a given electric machine can include windings designed for carrying different currents within the same electric machine.
- the winding configurations of FIGS. 5, 7, and 9 depict a particular number of winding sections. It should be appreciated that each configuration with a plurality of windings can be modified to include a different number of windings. For example, a configuration with four (4) windings can be modified to include a greater number of windings and still be within the spirit and scope of the disclosed technology.
- FIG. 5 is a schematic representation of a first example electric machine connection configuration 310 in accordance with an exemplary embodiment of the present disclosure.
- Electric machine connection configuration 310 can be implemented as part of an electric machine.
- electric machine connection configuration 310 can be implemented as part of a first electric machine (e.g., LP electric machine 146) and/or as part of a second electric machine (e.g., HP electric machine 145).
- an electric machine can include first, second, third, and fourth winding sections 311-314.
- Such plurality of winding sections 311-314 can be multi-phase and/or substantially magnetically decoupled.
- the winding sections 311-314 can be provided in a configuration such that an electric machine including electric machine connection configuration 310 is mechanically balanced even if one of the plurality of windings is de-energized.
- the plurality of windings can be tooth-wound and/or spatially distributed.
- other coil winding configurations can be employed.
- distributed winding configurations and/or concentrated winding configurations can be additionally or alternatively utilized.
- the winding configurations can be designed such that magnetic flux travels in different manners throughout the electric machine(s), for instance yielding a radial-flux machine and/or an axial-flux machine.
- the term "substantially magnetically decoupled” with respect to a plurality of winding sections refers to a nominal level of magnetic coupling between and among various winding sections. More particularly, although it may be difficult to ensure complete magnetic decoupling among winding sections, winding sections that are "substantially magnetically decoupled” can correspond to winding sections in which an amount of magnetic coupling is minimized, below a nominal threshold value, and/or as close to zero as possible. Magnetic decoupling can be generally achieved at least in part by the way in which winding sections are wound within an electric machine and/or by properly adjusting phase angle between sets of winding sections.
- Magnetic decoupling among a group of windings enables remaining windings in the group to continue to operate while at least one winding in the group is not functioning normally.
- One example would be when a winding has insulation failure, in which case the winding is desired to either be de-energized or operated in an insulation failure mitigation scheme.
- the term "mechanically balanced” as used herein refers to the active balancing of a plurality of windings in an electric machine.
- the plurality of windings can be individually excited (e.g., magnetized and loaded) in a way that the combined mechanical forces normal to the airgap of the electric machine produced by the plurality of windings are well balanced. Even if at least one of the plurality of windings is de-energized or is in limited operation, the excitation of the remaining plurality of windings can be adjusted to maintain the mechanical balance or to reduce the unbalance to a manageable level.
- a group of windings e.g., the pair of windings 311 and 313 in the embodiment depicted in FIG.
- multi-phase as used herein shall cover various configurations in which more than one phase of electrical power is supplied.
- first winding section 311, second winding section 312, third winding section 313, and fourth winding section 314 can each spatially span about one-quarter of the length of its associated electric machine.
- Each winding section 311-314 includes three terminals for three-phase (3ph) electric power.
- Three-phase power terminals associated with the first winding section 311 can collectively form a first wye-configuration, or star-configuration, connection 315.
- Three-phase power terminals associated with the second winding section 312 can collectively form a second wye-configuration, or star-configuration, connection 316.
- Three-phase power terminals associated with the third winding section 313 can collectively form a third wye-configuration, or star-configuration, connection 317.
- Three-phase power terminals associated with the fourth winding section 314 can collectively form a fourth wye-configuration, or star-configuration, connection 318.
- AC power generated at the first and third connections 315, 317 can be diametrically shifted by 180 degrees from the AC power generated at the second and fourth connections 316, 318.
- power terminals associated with the various winding sections can be configured using one or more of a delta connection, a parallel connection, a series connection, an open-ended connection, etc.
- different connection configurations can be used.
- at least one winding section in an electric machine can have a first connection configuration (e.g., wye-connected) and at least another winding section can have a second connection configuration (e.g., delta-connected) that is different than the first connection configuration.
- FIG. 6 is a schematic representation of a first generator and converter assembly 320 using the first example electric machine connection configuration 310 of FIG. 5 .
- electric machine 321 can include the first star-configuration connection 315, second star-configuration connection 316, third star-configuration connection 317, and fourth star-configuration connection 318 depicted in FIG. 5 .
- a first set of AC cables 322 electrically couples the first connection 315 of electric machine (generator) 321 to a converter 326.
- a second set of AC cables 323 electrically couples the second connection 316 of electric machine (generator) 321 to converter 326.
- a third set of AC cables 324 electrically couples the third connection 317 of electric machine (generator) 321 to converter 326.
- a fourth set of AC cables 325 electrically couples the fourth connection 318 of electric machine (generator) 321 to converter 326.
- converter 326 can be an active power rectifier assembly including, for example, one or more common mode filters 327, one or more AC/DC converter circuit elements 328, and one or more DC common mode (DCCM) filters 329.
- converter 326 can be a passive power rectifier assembly including, for example, a plurality of diode rectifiers and AC capacitors provided at terminals of the electric machine 321.
- a first set of terminals within the electric machine 321 can be coupled to an active power rectifier, while a second set of terminals within the electric machine 321 can be coupled to a passive power rectifier.
- FIG. 7 is a schematic representation of a second example electric machine connection configuration 330 in accordance with an exemplary embodiment of the present disclosure.
- Electric machine connection configuration 330 can be implemented as part of an electric machine.
- electric machine connection configuration 330 can be implemented as part of a first electric machine (e.g., LP electric machine 146) and/or as part of a second electric machine (e.g., HP electric machine 145).
- an electric machine can include a plurality of self-balancing windings, such as first and second winding sections 331, 332.
- Such plurality of winding sections 331-332 can be multi-phase and/or substantially magnetically decoupled.
- the winding sections 331-332 can be provided in a configuration such that an electric machine including electric machine connection configuration 320 is mechanically balanced even if one of the plurality of windings is de-energized.
- the plurality of windings can be tooth-wound and/or spatially distributed.
- Each winding of the plurality of windings in FIG. 7 is arranged to mechanically balance on its own.
- a diametrical pair of windings can be combined (e.g., in series or in parallel) to form a single multi-phase winding.
- each of the first and second winding sections 331, 332 each correspond to a multi-phase winding formed by combining a diametrical pair of windings that is respectively combined. It should be appreciated that additional or alternative configurations can be achieved with a different number of winding sections than illustrated.
- a first group of three windings spaced 120 degrees apart can be combined into a first multi-phase winding
- a second group of three windings spaced 120 degrees apart can be combined into a second multi-phase winding.
- such a six-winding embodiment can be configured to include three (3) self-balancing windings, by connecting (e.g., in series or in parallel) each diametric pair spaced by 180 degrees into a single winding. In this arrangement, mechanical balance can be maintained, even though one winding is excited (magnetized and loaded) differently from another winding.
- each winding section 331, 332 includes three terminals for three-phase (3ph) electric power.
- Three-phase power terminals associated with the first winding section 331 can collectively form a first wye-configuration, or star-configuration, connection 334.
- Three-phase power terminals associated with the second winding section 332 can collectively form a second wye-configuration, or star-configuration, connection 335.
- FIG. 8 is a schematic representation of a second generator and converter assembly 340 using the second example electric machine connection configuration 330 of FIG. 7 .
- electric machine 341 can include two instances 334a, 334b of the first star-configuration connection 334 and two instances 335a, 335b of the second star-configuration connection 335 depicted in FIG. 7 .
- a first set of AC cables 342 electrically couples the two instances 334a, 334b of the first connection 334 of electric machine (generator) 341 to a converter 346.
- a second set of AC cables 343 electrically couples the two instances 335a, 335b of the second connection 335 of electric machine (generator) 341 to converter 346.
- converter 346 can be an active power rectifier assembly including, for example, one or more common mode filters 347, one or more AC/DC converter circuit elements 348, and one or more DC common mode (DCCM) filters 349.
- converter 346 can be a passive power rectifier assembly including, for example, a plurality of diode rectifiers and AC capacitors provided at terminals of the electric machine 341.
- a first set of terminals within the electric machine 341 can be coupled to an active power rectifier, while a second set of terminals within the electric machine 341 can be coupled to a passive power rectifier.
- assembly 340 of FIG. 8 only requires half the number of AC cables, thus providing an increase in volumetric efficiency, and reduction in cost, size, and weight of the cables.
- FIG. 9 is a schematic representation of a third example electric machine connection configuration 350 in accordance with an exemplary embodiment of the present disclosure.
- Electric machine connection configuration 350 can be implemented as part of an electric machine.
- electric machine connection configuration 350 can be implemented as part of a first electric machine (e.g., LP electric machine 146) and/or as part of a second electric machine (e.g., HP electric machine 145).
- an electric machine can include a winding section 351.
- Winding section 351 can include a plurality of coupled winding pairs (e.g., four coupled winding pairs).
- Such plurality of windings e.g., the plurality of coupled winding pairs in winding section 351) can be multi-phase and/or substantially magnetically decoupled.
- the windings can be provided in a configuration such that an electric machine including electric machine connection configuration 350 is mechanically balanced even if one of the plurality of windings is de-energized.
- the plurality of windings can be tooth-wound and/or spatially distributed.
- winding section 351 can spatially span the full length of its associated electric machine, and can include six terminals for six-phase (6ph) electric power.
- Six-phase power terminals associated with the winding section 351 can collectively form a double-wye-configuration, or double-star-configuration, connection 352.
- the six-phase power terminals associated with the winding section 351 are configured such that each of first and second phase power terminals, third and fourth phase power terminals, and fifth and sixth phase power terminals are shifted from one another by thirty (30) degrees, while first, third and fifth power terminals are shifted from one another by 120 degrees, and second, fourth, and sixth power terminals are shifted from one another by 120 degrees.
- the six-phase power configuration of FIG. 9 can help lower harmonics to advantageously reduce the possibility of torque ripple within an electric machine while also achieving a better power quality.
- FIG. 10 is a schematic representation of a third generator and converter assembly 360 using the third example electric machine connection configuration 350 of FIG. 9 .
- electric machine 361 can include four instances 352a, 352b, 352c, 352d of the double-star-configuration connection 352 depicted in FIG. 9 .
- a first set of AC cables 362 electrically couples the four instances 352a, 352b, 352c, 352d of connection 352 of electric machine (generator) 361 to a converter 366.
- a second set of AC cables 363 electrically couples the four instances 352a, 352b, 352c, 352d of the connection 352 of electric machine (generator) 361 to converter 366.
- converter 366 can be an active power rectifier assembly including, for example, one or more common mode filters 367, one or more AC/DC converter circuit elements 368, and one or more DC common mode (DCCM) filters 369.
- converter 366 can be a passive power rectifier assembly including, for example, a plurality of diode rectifiers and AC capacitors provided at terminals of the electric machine 361.
- a first set of terminals within the electric machine 361 can be coupled to an active power rectifier, while a second set of terminals within the electric machine 361 can be coupled to a passive power rectifier.
- FIGS. 11-14 additional system-level aspects of electric power systems in accordance with the disclosed technology are depicted.
- FIGS. 11-14 depict respective electric power systems such as might be implemented as part of the electric power system 61 depicted in FIG. 4 . It should be appreciated that aspects from one power system in FIGS. 11-14 can be combined with aspects from other power systems in such figures to create additional embodiments than those specifically depicted.
- FIG. 11 depicts a first electric power system 400 in accordance with an exemplary embodiment of the present disclosure.
- Electric power system 400 can include at least one electric machine.
- electric power system 400 includes a plurality of electric machines, which can include at least a first electric machine 410 and a second electric machine 420.
- the first electric machine 410 is an LP electric machine or LP generator, such as LP electric machine 146
- the second electric machine 420 is an HP electric machine or HP generator, such as HP electric machine 145.
- First electric power system 400 also includes first and second electrical channels 411 and 421 that are electrically independent from one another.
- First electrical channel 411 electrically couples the first electric machine 410 to a first electrical power bus 412 and to a second electrical power bus 422.
- First electrical channel 411 can also include a first converter 415 (e.g., an LP converter) positioned between the first electric machine 410 (e.g., an LP generator) and the first and second electrical power buses 412, 422.
- First electrical channel 411 can include a first plurality of AC cables 413 coupling respective first wye-connection instances of first electric machine 410 to a first converter 415 (e.g., an LP converter).
- First electrical channel 411 can also include a second plurality of AC cables 414 coupling respective second wye-connection instances of first electric machine 410 to the first converter 415 (e.g., LP converter).
- the multiple instances of wye-connections within the first electric machine 410 as coupled to the first plurality of AC cables 413 and to the second plurality of AC cables 414 provide first and second independent inverter channels that are magnetically balanced within first electrical channel 411.
- first converter 415 can include one or more common mode filters 416, one or more AC/DC converter circuit elements 417, and one or more DC common mode (DCCM) filters 418.
- DCCM DC common mode
- Second electrical channel 421 electrically couples the second electric machine 420 to the first electrical power bus 412 and to the second electrical power bus 422.
- Second electrical channel 421 can also include a second converter 425 (e.g., an HP converter) positioned between the second electric machine 420 (e.g., an HP generator) and the first and second electrical power buses 412, 422.
- Second electrical channel 421 can include a first plurality of AC cables 423 coupling respective first wye-connection instances of second electric machine 420 to a second converter 425 (e.g., an HP converter).
- Second electrical channel 421 can also include a second plurality of AC cables 424 coupling respective second wye-connection instances of electric machine 420 to the second converter 425 (e.g., HP converter).
- second converter 425 can include one or more common mode filters 426, one or more AC/DC converter circuit elements 427, and one or more DC common mode (DCCM) filters 428.
- DCCM DC common mode
- AC cables within the first and second electric machines are described as using a "wye-connection", in other exemplary embodiments one or more of such AC cables may alternatively use any other suitable connection configuration.
- one or more of such AC cables may use one of a delta connection, a parallel connection, a series connection, an open ended connection, etc.
- Electric power system 400 can also include a power distribution unit (PDU) 401.
- PDU 401 can include the first electrical power bus 412, the second electrical power bus 422, and various switches 402-406.
- a first switch 402 is positioned between DC cables from the first converter 415 and the first electrical power bus 412.
- a second switch 403 is positioned between DC cables from the second converter 425 and the first electrical power bus 412.
- a third switch 404 is positioned between DC cables from the first converter 415 and the second electrical power bus 422.
- a fourth switch positioned between DC cables from the second converter 425 and the second electrical power bus 422.
- Switch 406 (e.g., a disconnect switch) is positioned between and electrically couples the first electrical power bus 412 and the second electrical power bus 422.
- Switches 402-406 can be variously toggled between first and second positions depending on whether faults are detected within electric power system 400.
- switch 406 can be configured for operation in a first position (e.g., an open position) during normal steady-state operation of the electric power system 400.
- Switch 406 can be configured for operation in a second position (e.g., a closed position) during fault operation of the electric power system 400.
- Fault operation can correspond to operation of the electric power system during a timeframe in which a fault is detected.
- Faults that would affect operation of one of the electrical power buses 412, 422 could include but are not limited to faults in the connections to electric machines 410, 420, faults internal to an electric machine 410, 420, faults in electrical cables that are part of the first and second electric electrical channels 411, 421, faults in a power converter 415, 425, or the like.
- FIG. 12 depicts a second electric power system 450 in accordance with an exemplary embodiment of the present disclosure.
- Electric power system 450 includes a plurality of electric machines.
- the plurality of electric machines can include at least a first electric machine 460 and a second electric machine 470.
- the first electric machine 460 is an LP electric machine or LP generator, such as LP electric machine 146
- the second electric machine 470 is an HP electric machine or HP generator, such as HP electric machine 145.
- Second electric power system 450 also includes first and second electrical channels 461 and 471 that are electrically independent from one another.
- First electrical channel 461 electrically couples the first electric machine 460 to a first electrical power bus 462 and to a second electrical power bus 472.
- First electrical channel 461 can also include a first converter 465 (e.g., an LP converter) positioned between the first electric machine 460 (e.g., an LP generator) and the first and second electrical power buses 462, 472.
- First electrical channel 461 can include a first plurality of AC cables 463 coupling respective first wye-connection instances of first electric machine 460 to a first converter 465 (e.g., an LP converter).
- First electrical channel 461 can also include a second plurality of AC cables 464 coupling respective second wye-connection instances of first electric machine 460 to the first converter 465 (e.g., LP converter).
- the multiple instances of wye-connections within the first electric machine 460 as coupled to the first plurality of AC cables 463 and to the second plurality of AC cables 464 provide first and second independent inverter channels that are magnetically balanced within first electrical channel 461.
- first converter 465 can include one or more common mode filters 466 and one or more AC/DC converter circuit elements 467.
- Second electrical channel 471 electrically couples the second electric machine 470 to the first electrical power bus 462 and to the second electrical power bus 472.
- Second electrical channel 471 can also include a second converter 475 (e.g., an HP converter) positioned between the second electric machine 470 (e.g., an HP generator) and the first and second electrical power buses 462, 472.
- Second electrical channel 471 can include a first plurality of AC cables 473 coupling respective first wye-connection instances of second electric machine 470 to a second converter 475 (e.g., an HP converter).
- Second electrical channel 471 can also include a second plurality of AC cables 474 coupling respective second wye-connection instances of electric machine 470 to the second converter 475 (e.g., HP converter).
- second converter 475 can include one or more common mode filters 476 and one or more AC/DC converter circuit elements 477.
- Electric power system 450 can also include a power distribution unit (PDU) 451.
- PDU 451 can include the first converter 465, second converter 475, first electrical power bus 462, second electrical power bus 472, and various switches 452-456.
- the first converter 465 e.g., an LP converter
- the second converter 475 e.g., an HP converter
- the first electrical power bus 462, and the second electrical power bus 472 are all co-located within PDU 451.
- the first converter 465 e.g., an LP converter
- the second converter 475 e.g., an HP converter
- the first electrical power bus 462, and second electrical power bus 472 can all be mechanically positioned within a same structural housing defining PDU 451.
- DCCM filters 418, 428 in the first and second converters 415, 425 of first electric power system 400 can also be removed in the second electric power system 450 of FIG. 12 . Elimination and/or reduction of the DC cables and DCCM filters can also advantageously reduce DC capacitance within the second electric power system 450, provide a common thermal interface within PDU 451, and increase overall volumetric power density within second electric power system 450.
- a first switch 452 can be positioned at a location on the busbars associated with the first electrical power bus 462 that is coupled to the first converter 465
- a second switch 453 can be positioned at a location on the busbars associated with the first electrical power bus 462 that is coupled to the second converter 475
- a third switch 454 can be positioned at a location on the busbars associated with the second electrical power bus 472 that is coupled to the first converter 465
- a fourth switch 455 can be positioned at a location on the busbars associated with the second electrical power bus 472 that is coupled to the second converter 475.
- Switch 456 (e.g., a disconnect switch) can be positioned between and electrically couple the first electrical power bus 462 and the second electrical power bus 472.
- Switches 452-456 can be variously toggled between first and second positions depending on whether faults are detected within electric power system 450.
- switch 456 can be configured for operation in a first position (e.g., an open position) during normal steady-state operation of the electric power system 450.
- Switch 456 can be configured for operation in a second position (e.g., a closed position) during fault operation of the electric power system 450. In this way, power can be provided to both electrical power busses 462 and 472 even in the case of failure of one of the electric machines 460, 470.
- Fault operation can correspond to operation of the electric power system during a timeframe in which a fault is detected.
- Faults that would affect operation of one of the electrical power buses 462, 472 could include but are not limited to faults in the connections to electric machines 460, 470, faults internal to an electric machine 460, 470, faults in electrical cables that are part of the first and second electric electrical channels 461, 471, faults in a power converter 465, 475, or the like.
- FIGS. 11-12 depict aspects of the second example electric machine connection configuration 330 of FIG. 7 and the second generator and converter assembly 340 of FIG. 8 .
- other example electric machine connection configurations such as but not limited to the first example electric machine connection configuration 310 of FIG. 5 and the third example electric machine connection configuration 350 of FIG. 9
- other example generator and converter assemblies such as but not limited to the first generator and converter assembly 320 of FIG. 6 and the third generator and converter assembly 360 of FIG. 10
- FIGS. 11-12 depict aspects of the second example electric machine connection configuration 330 of FIG. 7 and the second generator and converter assembly 340 of FIG. 8 .
- other example electric machine connection configurations such as but not limited to the first example electric machine connection configuration 310 of FIG. 5 and the third example electric machine connection configuration 350 of FIG. 9
- other example generator and converter assemblies such as but not limited to the first generator and converter assembly 320 of FIG. 6 and the third generator and converter assembly 360 of FIG. 10
- FIG. 13 depicts a third electric power system 500 in accordance with an exemplary embodiment of the present disclosure.
- Electric power system 500 includes a plurality of electric machines.
- the plurality of electric machines can include at least a first electric machine 510 and a second electric machine 520.
- the first electric machine 510 is an LP electric machine or LP generator, such as LP electric machine 146
- the second electric machine 520 is an HP electric machine or HP generator, such as HP electric machine 145.
- first electric machine 510 includes a plurality of diode-rectifiers 508 (e.g., four diode-rectifiers 508), one diode-rectifier 508 being positioned at a terminal connection configuration associated with each winding section of the first electric machine 510.
- the plurality of diode-rectifiers are configured to rectify the power provided from the first electric machine 510 to the first and second electrical power buses 512, 522.
- first electric machine 510 includes a plurality of AC capacitors 509 (e.g., four AC capacitors 509), one AC capacitor 509 positioned at a terminal connection configuration associated with each winding section of the first electric machine 510.
- the plurality of AC capacitors 509 are configured to provide reactive power to the first electric machine 510.
- the diode-rectifiers 508 and capacitors 509 are integrated directly within the first electric machine 510, thus providing a passive rectifier assembly for the first electric machine 510.
- the term "integrated" with respect to a converter/ rectifier and electric machine may mean that the two components are co-located within a common housing, hermetically sealed together (or at least components thereof hermetically sealed together), utilizing a shared thermal management system or features, or the like.
- Third electric power system 500 also includes first and second electrical channels 511 and 521 that are electrically independent from one another.
- First electrical channel 511 electrically couples the first electric machine 510 to a first electrical power bus 512 and to a second electrical power bus 522.
- First electrical channel 511 can include a variable DC bus 513 coupling the various wye-connection configurations of first electric machine 510 to a first DC/DC converter 541.
- the multiple instances of wye-connections within the first electric machine 510 as coupled to the variable DC bus 513 provide first and second independent inverter channels that are magnetically balanced within first electrical channel 511.
- Second electrical channel 521 electrically couples the second electric machine 520 to the first electrical power bus 512 and to the second electrical power bus 522.
- Second electrical channel 521 can also include a converter 525 (e.g., an HP converter) positioned between the second electric machine 520 (e.g., an HP generator) and the first and second electrical power buses 512, 522, thus providing an active rectifier assembly for second electric machine 520.
- converter 525 can be integrated with the second electric machine 520.
- Second electrical channel 521 can include a first plurality of AC cables 523 coupling respective first wye-connection instances of second electric machine 520 to converter 525, a second plurality of AC cables 524 coupling respective second wye-connection instances of second electric machine 520 to converter 525, a third plurality of AC cables 526 coupling respective third wye-connection instances of second electric machine 520 to converter 525, and a fourth plurality of AC cables 527 coupling respective fourth wye-connection instances of second electric machine 520 to converter 525.
- converter 525 can include one or more common mode filters 528, one or more AC/DC converter circuit elements 529, and one or more DC common mode (DCCM) filters 530.
- Second electrical channel 521 can include a variable DC bus 533 coupling converter 525 to a second DC/DC converter 542.
- Electric power system 500 can also include a power distribution unit (PDU) 540.
- PDU 540 can include the first electrical power bus 512, the second electrical power bus 522, the first DC/DC converter 541, the second DC/DC converter 542, and various switches 543-545.
- First DC/DC converter 541 and second DC/DC converter 542 can generally be characterized as high-density low-loss devices that provide high frequency isolation and allow optimum aircraft DC voltage levels to be respectively provided to the first and second electrical power buses 512, 522.
- the first DC/DC converter 541 and/or the second DC/DC converter 542 can be isolated DC/DC converters having two or more respective DC terminals.
- one or more of the DC/DC converter(s) 541, 542 can be configured to additionally or alternatively operate as a fast-acting DC breaker.
- a first switch 543 is positioned between an output of first DC/DC converter 541 and the first electrical power bus 512.
- a second switch 544 is positioned between an output of second DC/DC converter 542 and the second electrical power bus 522.
- Switch 545 (e.g., a disconnect switch) is positioned between and electrically couples the first electrical power bus 512 and the second electrical power bus 522.
- Switches 543-545 can be variously toggled between first and second positions depending on whether faults are detected within electric power system 500.
- switch 545 can be configured for operation in a first position (e.g., an open position) during normal steady-state operation of the electric power system 500.
- Switch 545 can be configured for operation in a second position (e.g., a closed position) during fault operation of the electric power system 500.
- Fault operation can correspond to operation of the electric power system during a timeframe in which a fault is detected. In this way, power can be provided to both electrical power busses 512 and 522 even in the case of failure of one of the electric machines 510, 520.
- Faults that would affect operation of one of the electrical power buses 512, 522 could include but are not limited to faults in the connections to electric machines 510, 520, faults internal to an electric machine 510, 520, faults in electrical cables that are part of the first and second electric electrical channels 511, 521, faults in a power converter 525, or the like.
- FIG. 14 depicts a fourth electric power system 550 in accordance with an exemplary embodiment of the present disclosure.
- Electric power system 550 includes a plurality of electric machines.
- the plurality of electric machines can include at least a first electric machine 560 and a second electric machine 570.
- the first electric machine 560 is an LP electric machine or LP generator, such as LP electric machine 146
- the second electric machine 570 is an HP electric machine or HP generator, such as HP electric machine 145.
- first electric machine 560 includes a plurality of diode-rectifiers 558 (e.g., four diode-rectifiers 558), one diode-rectifier 558 being positioned at a terminal connection configuration associated with each winding section of the first electric machine 560.
- the plurality of diode-rectifiers are configured to rectify the power provided from the first electric machine 560 to the first and second electrical power buses 562, 572.
- first electric machine 560 includes a plurality of AC capacitors 559 (e.g., four AC capacitors 559), one AC capacitor 559 positioned at a terminal connection configuration associated with each winding section of the first electric machine 560.
- the plurality of AC capacitors 559 are configured to provide reactive power to the first electric machine 560.
- the diode-rectifiers 558 and capacitors 559 are integrated directly within the first electric machine 560, thus providing a passive rectifier assembly for the first electric machine 560.
- Fourth electric power system 550 also includes first and second electrical channels 561 and 571 that are electrically independent from one another.
- First electrical channel 561 electrically couples the first electric machine 560 to a first electrical power bus 562 and to a second electrical power bus 572.
- First electrical channel 561 can include a variable DC bus 563 coupling the various wye-connection configurations of first electric machine 560 to a first DC/DC converter 581 and second DC/DC converter 582.
- the multiple instances of wye-connections within the first electric machine 560 as coupled to the variable DC bus 563 provide first and second independent inverter channels that are magnetically balanced within first electrical channel 561.
- Second electrical channel 571 electrically couples the second electric machine 570 to the first electrical power bus 562 and to the second electrical power bus 572.
- Second electrical channel 571 can also include a converter 575 (e.g., an HP converter) positioned between the second electric machine 570 (e.g., an HP generator) and the first and second electrical power buses 562, 572.
- Converter 575 can effectively provide an active power rectifier assembly for second electric machine 570.
- Second electrical channel 571 can include a first plurality of AC cables 573 coupling respective first wye-connection instances of second electric machine 570 to converter 575, a second plurality of AC cables 574 coupling respective second wye-connection instances of second electric machine 570 to converter 575, a third plurality of AC cables 576 coupling respective third wye-connection instances of second electric machine 570 to second converter 575, and a fourth plurality of AC cables 577 coupling respective fourth wye-connection instances of second electric machine 570 to converter 575.
- converter 575 can include one or more common mode filters 578 and one or more AC/DC converter circuit elements 579.
- Second electrical channel 571 can also include a DC bus 590 coupling the converter 575 to first DC/DC converter 581 and second DC/DC converter 582.
- Electric power system 550 can also include a power distribution unit (PDU) 580.
- PDU 580 can include the converter 575, first electrical power bus 562, second electrical power bus 572, first DC/DC converter 581, second DC/DC converter 582, and various switches 593-595.
- the converter 575, first electrical power bus 562, second electrical power bus 572, first DC/DC converter 581, second DC/DC converter 582, and various switches 593-595 are all co-located within PDU 580.
- the converter 575, first electrical power bus 562, second electrical power bus 572, first DC/DC converter 581, second DC/DC converter 582, and various switches 593-595 can all be mechanically positioned within a same structural housing defining PDU 580.
- First DC/DC converter 581 and second DC/DC converter 582 can generally be characterized as high-density low-loss devices that provide high frequency isolation and allow optimum aircraft DC voltage levels to be respectively provided to the first and second electrical power buses 562, 572.
- the first DC/DC converter 581 and/or the second DC/DC converter 582 can be isolated DC/DC converters having two or more respective DC terminals.
- one or more of the DC/DC converter(s) 581, 582 can be configured to additionally or alternatively operate as a fast-acting DC breaker.
- first switch 593 is positioned between an output of first DC/DC converter 581 and the first electrical power bus 562.
- Second switch 594 is positioned between an output of second DC/DC converter 582 and the second electrical power bus 572.
- Switch 595 e.g., a disconnect switch
- Switches 593-595 can be variously toggled between first and second positions depending on whether faults are detected within electric power system 550.
- switch 595 can be configured for operation in a first position (e.g., an open position) during normal steady-state operation of the electric power system 550.
- Switch 595 can be configured for operation in a second position (e.g., a closed position) during fault operation of the electric power system 550.
- Fault operation can correspond to operation of the electric power system during a timeframe in which a fault is detected.
- Faults that would affect operation of one of the electrical power buses 562, 572 could include but are not limited to faults in the connections to electric machines 560, 570, faults internal to an electric machine 560, 570, faults in electrical cables that are part of the first and second electric electrical channels 561, 571, faults in a power converter 575, or the like.
- first electrical channel 511 of electric power system 500 and first electrical channel 561 of electric power system 550 can respectively eliminate a converter (such as first converter 415 of the first electric power system 400 of FIG. 11 or first converter 465 of the second electric power system 450 of FIG. 12 ).
- Elimination of this LP converter capitalizes on a dynamic of some engine configurations whereby LP generator pushes power but does not absorb power. In keeping with such an operational configuration, power is always transferred from the LP generator to the HP generator. So at any point in time, the LP is never absorbing power but always pushing power out.
- the HP generator which is typically configured to run in both motor/generator modes. Under starting conditions, the HP electric machine will run as a motor and then it will start generating power.
- the LP active converter can be eliminated, and instead power can be rectified at the LP generator directly, providing a configuration that is even more power dense, reliable, and affordable. This can be accomplished at least in part by positioning capacitor-diode rectifiers at the terminals of the LP electric machine.
- FIGS. 13-14 depict aspects of the first example electric machine connection configuration 310 of FIG. 5 and the first generator and converter assembly 320 of FIG. 6 .
- example electric machine connection configurations such as but not limited to the second example electric machine connection configuration 330 of FIG. 7 and the third example electric machine connection configuration 350 of FIG. 9
- example generator and converter assemblies such as but not limited to the second generator and converter assembly 340 of FIG. 8 and the third generator and converter assembly 360 of FIG. 10
- FIGS. 13-14 depict aspects of the first example electric machine connection configuration 310 of FIG. 5 and the first generator and converter assembly 320 of FIG. 6 .
- other example electric machine connection configurations such as but not limited to the second example electric machine connection configuration 330 of FIG. 7 and the third example electric machine connection configuration 350 of FIG. 9
- example generator and converter assemblies such as but not limited to the second generator and converter assembly 340 of FIG. 8 and the third generator and converter assembly 360 of FIG. 10
- method 600 can include generating power at a first electric machine.
- generating power at (602) can include generating a first power flow at an LP generator.
- the LP generator configured to generate the first power flow at (602) can include a plurality of multi-phase windings that are substantially magnetically decoupled and that is mechanically balanced even if one of the plurality of windings is de-energized.
- the LP generator configured to generate first power flow at (602) includes multi-phase windings that are tooth-wound and/or that are spatially distributed in a magnetic core (e.g., in stators of the magnetic core) of the LP generator.
- the LP generator can include first and second multi-phase winding sections, each multi-phase winding section including three terminals for three-phase electric power.
- the LP generator can include a plurality of coupled multi-phase winding pairs and six terminals for delivering six-phase electric power from the plurality of coupled multi-phase winding pairs.
- the LP generator can include first, second, third, and fourth multi-phase winding sections, each multi-phase winding section including three terminals for three-phase electric power.
- method 600 can include rectifying power generated by the first electric machine at (602).
- a first converter e.g., an LP converter
- rectifying power at (604) can include passively rectifying the first power flow generated by the LP generator at (602).
- power rectified at (604) can be rectified using a plurality of diode-rectifiers configured to rectify the power provided from an LP generator.
- the plurality of diode-rectifiers can be physically integrated with the LP generator.
- a plurality of AC capacitors are also physically integrated into the LP generator to help provide reactive power to the LP generator.
- method 600 can include generating power at a second electric machine.
- generating power at (606) can include generating a second power flow at an HP starter-generator.
- the HP starter-generator configured to generate second power flow at (606) can include a plurality of multi-phase windings that are substantially magnetically decoupled and that is mechanically balanced even if one of the plurality of windings is de-energized.
- the HP starter-generator configured to generate second power flow at (606) can include multi-phase windings that are tooth-wound and/or that are spatially distributed in a magnetic core (e.g., in stators of the magnetic core) of the HP starter-generator.
- the HP starter-generator can include first and second multi-phase winding sections, each multi-phase winding section including three terminals for three-phase electric power.
- the HP starter-generator can include a plurality of coupled multi-phase winding pairs and six terminals for delivering six-phase electric power from the plurality of coupled multi-phase winding pairs.
- the HP starter-generator can include first, second, third, and fourth multi-phase winding sections, each multi-phase winding section including three terminals for three-phase electric power.
- method 600 can include rectifying power generated by the second electric machine at (604).
- a second converter e.g., an HP converter
- rectifying power at (608) can include actively rectifying the second power flow generated by the HP starter-generator.
- method 600 can include coupling passively rectified power from the LP generator to at least first and second DC channels.
- the first and second DC channels are formed at least in part by first and second electrical power buses that are respectively coupled to the LP generator.
- the first and second DC channels to which passively rectified power are coupled at (610) can be formed at least in part by the first electrical power bus and the second electrical power bus.
- the first and second electrical channels can additionally include an isolated DC/DC converter coupling the LP generator to the first and second electrical power buses.
- Such a DC/DC converter can include two or more DC terminals, and can be configured to additionally or alternatively operate as a fast-acting DC breaker.
- method 600 can include coupling actively rectified power from the HP generator to the at least first and second DC channels.
- the first and second DC channels are formed at least in part by first and second electrical power buses that are respectively coupled to the HP starter-generator.
- the first and second DC channels to which actively rectified power are coupled at (612) can be formed at least in part by the first electrical power bus and the second electrical power bus.
- the first and second electrical channels can additionally include an isolated DC/DC converter coupling the HP starter-generator to the first and second electrical power buses.
- Such a DC/DC converter can include two or more DC terminals, and can be configured to operate as a fast-acting DC breaker.
- method 600 can include powering one or more loads within a vehicle (e.g., an aircraft) with DC voltages provided by the first and second DC channels.
- the one or more vehicle loads powered at (614) can correspond to aircraft loads such as one or more engine electrical loads such as but not limited to fuel pump(s), cooling pump(s) and engine icing protection, one or more environmental control systems such as but not limited to systems for cabin pressurization, cabin air-conditioning, and the like, flight control electrified actuators, avionics, wing icing protection, and other systems requiring DC power within an aircraft.
- the first and second DC channels used to power one or more loads at (614) can be regulated or unregulated.
- the voltage levels provided by the first and second DC channels can be fixed or they can be varied (e.g., varied among two or more voltage values).
- the multiple DC channels used to power one or more loads at (614) can be configured to carry electrical power having a bi-polar voltage of between about +/- 270 volts and about +/- 2400 volts.
- method 600 can include detecting a fault within the electric power system resulting in power (e.g., the electric power coupled at (610) and/or (612)) being unavailable at the first and second DC channels (e.g., at first and second electrical power buses forming in part the first and second DC channels).
- a connector switch positioned between the first electrical power bus and the second electrical power bus can be toggled at (618) such that power remains available to the one or more loads despite the fault.
- only a portion of the power coupled at (610) and (612) is available to the aircraft loads when the connector switch is toggled at (618). However, the portion should be sufficient to allow many of the various electric machine operating modes to continue functioning. As such, even while operating under fault conditions, an aircraft can have enough power to safely finish a mission, cruise to a destination, and safely land despite encountering a fault.
- the one or more aircraft loads are powered by both first and second electrical power buses.
- the electric propulsion assembly is powered by one of the first and second electrical power buses, while the other electrical power bus is disconnected.
- a vehicle electric power system comprising: at least first and second electric machines, each electric machine comprising a plurality of multi-phase windings that are substantially magnetically decoupled, and wherein each electric machine is mechanically balanced even if one of the plurality of windings is de-energized; a first electrical channel coupling the first electric machine to a first electrical power bus and to a second electrical power bus; and a second electrical channel coupling the second electric machine to the first electrical power bus and to the second electrical power bus; wherein multiple DC channels for the vehicle electric power system are formed at least in part by the first electrical power bus and the second electrical power bus.
- the vehicle electric power system of one or more of these clauses further comprising: a switch positioned between and electrically coupling the first electrical power bus and the second electrical power bus, wherein the switch is configured for operation in a first position during normal steady-state operation of the vehicle electric power system, and wherein the switch is configured for operation in a second position during fault operation of the vehicle electric power system.
- the at least first and second electric machines respectively comprise first and second multi-phase winding sections, each multi-phase winding section comprising terminals for multi-phase electric power;
- the first electrical channel comprises first and second parallel connections to the terminals of the first multi-phase winding section;
- the second electrical channel comprises third and fourth parallel connections to the terminals of the second multi-phase winding section.
- the at least first and second electric machines respectively comprise a plurality of coupled multi-phase winding pairs and terminals for delivering multi-phase electric power from the plurality of coupled multi-phase winding pairs;
- the first electrical channel comprises first and second parallel connections to the terminals of the plurality of coupled multi-phase winding pairs;
- the second electrical channel comprises third and fourth parallel connections to the terminals of the plurality of coupled multi-phase winding pairs.
- the at least first and second electric machines respectively comprise first, second, third, and fourth multi-phase winding sections, each multi-phase winding section comprising terminals for multi-phase electric power;
- the first electrical channel comprises a first connection to the terminals of the first multi-phase winding section and a second connection to the terminals of the second multi-phase winding section;
- the second electrical channel comprises a third connection to the terminals of the third multi-phase winding section and a fourth connection to the terminals of the fourth multi-phase winding section.
- the first electrical channel comprises a first converter coupling the first electric machine to the first electrical power bus and to a second electrical power bus
- the second electrical channel comprises a second converter coupling the second electric machine to the first electrical power bus and to the second electrical power bus
- the vehicle electric power system comprises one or more switches configured for operation in a first position during normal steady-state operation of the vehicle electric power system and in a second position during fault operation of the vehicle electric power system.
- the first and second electric machines are configured for use in a gas turbine engine comprising a low pressure turbine and a low pressure compressor rotatable with one another through a low pressure shaft and a high pressure turbine and a high pressure compressor rotatable with one another through a high pressure shaft; the first electric machine is rotatable with the low pressure (LP) shaft; and the second electric machine is rotatable with the high pressure (HP) shaft.
- the first electric machine comprises: a plurality of diode-rectifiers configured to rectify the power provided from the first electric machine to the first and second electrical power buses; and a plurality of AC capacitors at terminals of the first electric machine, the AC capacitors configured to provide reactive power to the first electric machine; and wherein the diode-rectifiers and the plurality of AC capacitors are physically integrated with the first electric machine.
- first and second electrical channels comprise an isolated DC/DC converter coupling the first electric machine to the first and second electrical power buses and coupling the second electric machine to the first and second electrical power buses, wherein the DC/DC converter comprises two or more DC terminals.
- the multiple DC channels are configured to carry electrical power having a bi-polar voltage of between about +/- 270 volts and about +/- 2400 volts, or unipolar voltage of between about 270 volts and about 4800 volts.
- the multiple DC channels are configured to carry electrical power having a bi-polar or unipolar voltage of between 270 and 800, below 270, between 600 and 1200, about 800, about 1200, between 800 and 1600, between 1200 and 2400, about 1600, about 2600, about 3000, between 2400 and 3000, about 4800, between 3000 and 4800, and/or above 4800 volts.
- a vehicle electric power system comprising: a gas turbine engine comprising a low pressure turbine and a low pressure compressor rotatable with one another through a low pressure shaft and a high pressure turbine and a high pressure compressor rotatable with one another through a high pressure shaft; an LP electric machine that is rotatable with the low pressure shaft, wherein the LP electric machine comprises a passive rectifier assembly for providing a first power flow; an HP electric machine that is rotatable with the high pressure shaft, wherein the HP electric machine is coupled to an active rectifier assembly for providing a second power flow.
- the passive rectifier assembly comprises: a plurality of diode-rectifiers configured to rectify the power provided from the LP electric machine; and a plurality of AC capacitors at terminals of the LP electric machine, the AC capacitors configured to provide reactive power to the LP electric machine; and wherein the diode-rectifiers and the plurality of AC capacitors are physically integrated with the LP electric machine.
- each of the LP electric machine and the HP electric machine comprises a plurality of multi-phase windings that are substantially magnetically decoupled, and wherein each electric machine is mechanically balanced even if one of the plurality of windings is de-energized.
- the vehicle electric power system of one or more of these clauses comprising: a first electrical channel coupling the first power flow from the LP electric machine to a first electrical power bus and to a second electrical power bus; and a second electrical channel coupling the second power flow from the HP electric machine to the first electrical power bus and to the second electrical power bus; and wherein multiple DC channels for the vehicle electric power system are formed at least in part by the first electrical power bus and the second electrical power bus.
- the vehicle electric power system of one or more of these clauses wherein the multiple DC channels are configured to carry electrical power having at least first and second bi-polar voltages operating at one or more of same voltage levels and different voltage levels.
- a method for generating electric power for a vehicle comprising: generating a first power flow at a first electric machine; passively rectifying the first power flow generated by the first electric machine; generating a second power flow at a second electric machine; actively rectifying the second power flow generated by the second electric machine; coupling passively rectified first power from the first electric machine to at least first and second DC channels; coupling actively rectified second power from the second electric machine to the at least first and second DC channels; and powering one or more loads within a vehicle with DC voltages provided by the first and second DC channels.
- a vehicle electric power system comprising: at least one electric machine comprising a plurality of tooth-wound multi-phase windings that are substantially magnetically decoupled, wherein the at least one electric machine is mechanically balanced even if one of the plurality of windings is de-energized; one or more power rectifiers for producing rectified power from the power generated by the at least one electric machine; a plurality of electrical power busses formed after the at least one power rectifier, the plurality of electrical power busses configured to provide DC power to one or more loads within a vehicle.
- the plurality of tooth-wound multi-phase windings comprises a first plurality of windings configured for generating power associated with a first current and a second plurality of windings configured for generating power associated with a second current, wherein the first current is different than the second current.
- the one or more power rectifiers comprises an active power rectifier and a passive power rectifier
- the plurality of tooth-wound multi-phase windings comprises a first plurality of windings coupled to the active power rectifier and a second plurality of windings coupled to the passive power rectifier.
- the one or more power rectifiers comprises: a plurality of diode-rectifiers configured to rectify the power provided from the at least one electric machine; a plurality of AC capacitors at terminals of the at least one electric machine, the AC capacitors configured to provide reactive power to the at least one electric machine; and wherein the diode-rectifiers and the plurality of AC capacitors are physically integrated with the at least one electric machine.
- the plurality of electrical power busses are configured to carry electrical power having a bi-polar voltage of between about +/- 270 volts and about +/- 2400 volts, or unipolar voltage of between about 270 volts and about 4800 volts.
- the multiple DC channels are configured to carry electrical power having a bi-polar or unipolar voltage of between 270 and 800, below 270, between 600 and 1200, about 800, about 1200, between 800 and 1600, between 1200 and 2400, about 1600, about 2600, about 3000, or between 2400 and 3000, about 4800, or between 3000 and 4800, and/or above 4800 volts.
- the at least one electric machine comprises first and second multi-phase winding sections, each multi-phase winding section comprising terminals for multi-phase electric power.
- the at least one electric machine comprises a plurality of coupled multi-phase winding pairs and terminals for delivering multi-phase electric power from the plurality of coupled multi-phase winding pairs.
- the at least one electric machine comprises first, second, third, and fourth multi-phase winding sections, each multi-phase winding section comprising terminals for multi-phase electric power.
- a vehicle electric power system of one or more of these clauses utilizing a method for generating electric power for a vehicle of one or more of these clauses.
- a method for generating electric power for a vehicle of one or more of these clauses utilizing a vehicle electric power system of one or more of these clauses.
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Abstract
Description
- The present subject matter relates generally to a vehicle electrical system, and more particularly to a vehicle electric power system having at least one electric machine and multiple DC channels for powering a vehicle load.
- A conventional commercial aircraft generally includes a fuselage, a pair of wings, and a propulsion system that provides thrust. The propulsion system typically includes at least two aircraft engines, such as turbofan jet engines. Each turbofan jet engine is mounted to a respective one of the wings of the aircraft, such as in a suspended position beneath the wing, separated from the wing and fuselage.
- More recently, propulsion systems have been proposed of a hybrid-electric design. With these propulsion systems, an electric power source may provide electric power to an electric fan to power the electric fan. Electric power systems capable of providing this electric power while maintaining a robustness and a redundancy in design would be beneficial.
- Aspects and advantages of the invention will be set forth in part in the following description, or may be obvious from the description, or may be learned through practice of the invention.
- In one exemplary embodiment of the present disclosure, a vehicle electric power system includes at least first and second electric machines, a first electrical channel, and a second electrical channel. Each electric machine includes a plurality of multi-phase windings that are substantially magnetically decoupled. Each electric machine is mechanically balanced even if one of the plurality of windings is de-energized. The first electrical channel couples the first electric machine to a first electrical power bus and to a second electrical power bus. The second electrical channel couples the second electric machine to the first electrical power bus and to the second electrical power bus. Multiple DC channels for the vehicle electric power system are formed at least in part by the first electrical power bus and the second electrical power bus.
- In another exemplary embodiment of the present disclosure, a vehicle electric power system includes a gas turbine engine, an LP electric machine, and an HP electric machine. The gas turbine engine includes a low pressure turbine and a low pressure compressor rotatable with one another through a low pressure shaft and a high pressure turbine and a high pressure compressor rotatable with one another through a high pressure shaft. The LP electric machine is rotatable with the low pressure shaft, and includes a passive rectifier assembly for providing a first power flow. The HP electric machine is rotatable with the high pressure shaft, and is coupled to an active rectifier assembly for providing a second power flow.
- Another exemplary embodiment of the present disclosure concerns a method for generating electric power for a vehicle. The method includes generating a first power flow at a first electric machine. The method also includes passively rectifying the first power flow generated by the first electric machine. The method also includes generating a second power flow at a second electric machine. The method also includes actively rectifying the second power flow generated by the second electric machine. The method also includes coupling passively rectified first power from the first electric machine to at least first and second DC channels. The method also includes coupling actively rectified second power from the second electric machine to the at least first and second DC channels. The method also includes powering one or more loads within a vehicle with DC voltages provided by the first and second DC channels.
- In another exemplary embodiment of the present disclosure, a vehicle electric power system includes at least one electric machine, one or more power rectifiers, and a plurality of electrical power busses. The at least one electric machine comprising a plurality of tooth-wound multi-phase windings that are substantially magnetically decoupled, wherein the at least one electric machine is mechanically balanced even if one of the plurality of windings is de-energized. The one or more power rectifiers are for producing rectified power from the power generated by the at least one electric machine. The plurality of electrical power busses are formed after the at least one power rectifier, and are configured to provide DC power to one or more loads within a vehicle.
- These and other features, aspects and advantages of the present invention will become better understood with reference to the following description and appended claims. The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and, together with the description, serve to explain the principles of the invention.
- A full and enabling disclosure of the present invention, including the best mode thereof, directed to one of ordinary skill in the art, is set forth in the specification, which makes reference to the appended figures, in which:
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FIG. 1 is a top view of an aircraft according to various exemplary embodiments of the present disclosure. -
FIG. 2 is a schematic, cross-sectional view of a gas turbine engine mounted to the exemplary aircraft ofFIG. 1 . -
FIG. 3 is a schematic, cross-sectional view of an electric fan assembly in accordance with an exemplary embodiment of the present disclosure. -
FIG. 4 is a schematic view of a propulsion system including an electric power system in accordance with another exemplary embodiment of the present disclosure. -
FIG. 5 depicts a first example electric machine connection configuration in accordance with an exemplary embodiment of the present disclosure. -
FIG. 6 is a schematic representation of a first generator and converter assembly using the first example electric machine connection configuration ofFIG. 5 in accordance with an exemplary embodiment of the present disclosure. -
FIG. 7 depicts a second example electric machine connection configuration in accordance with an exemplary embodiment of the present disclosure. -
FIG. 8 is a schematic representation of a second generator and converter assembly using the second example electric machine connection configuration ofFIG. 7 in accordance with an exemplary embodiment of the present disclosure. -
FIG. 9 depicts a third example electric machine connection configuration in accordance with an exemplary embodiment of the present disclosure. -
FIG. 10 is a schematic representation of a third generator and converter assembly using the third example electric machine connection configuration ofFIG. 9 in accordance with an exemplary embodiment of the present disclosure. -
FIG. 11 is a first system-level representation of an electric power system in accordance with an exemplary embodiment of the present disclosure. -
FIG. 12 is a second system-level representation of an electric power system in accordance with an exemplary embodiment of the present disclosure. -
FIG. 13 is a third system-level representation of an electric power system in accordance with an exemplary embodiment of the present disclosure. -
FIG. 14 is a fourth system-level representation of an electric power system in accordance with an exemplary embodiment of the present disclosure. -
FIG. 15 is a flow chart of a method for generating electric power for an aircraft in accordance with an exemplary embodiment of the present disclosure. - Reference will now be made in detail to present embodiments of the invention, one or more examples of which are illustrated in the accompanying drawings. The detailed description uses numerical and letter designations to refer to features in the drawings. Like or similar designations in the drawings and description have been used to refer to like or similar parts of the invention.
- As used herein, the terms "first", "second", and "third" may be used interchangeably to distinguish one component from another and are not intended to signify location or importance of the individual components.
- The terms "forward" and "aft" refer to relative positions within a gas turbine engine or vehicle, and refer to the normal operational attitude of the gas turbine engine or vehicle. For example, with regard to a gas turbine engine, forward refers to a position closer to an engine inlet and aft refers to a position closer to an engine nozzle or exhaust.
- The terms "upstream" and "downstream" refer to the relative direction with respect to a flow in a pathway. For example, with respect to a fluid flow, "upstream" refers to the direction from which the fluid flows, and "downstream" refers to the direction to which the fluid flows. However, the terms "upstream" and "downstream" as used herein may also refer to a flow of electricity.
- The singular forms "a", "an", and "the" include plural references unless the context clearly dictates otherwise.
- Approximating language, as used herein throughout the specification and claims, is applied to modify any quantitative representation that could permissibly vary without resulting in a change in the basic function to which it is related. Accordingly, a value modified by a term or terms, such as "about", "approximately", and "substantially", are not to be limited to the precise value specified. In at least some instances, the approximating language may correspond to the precision of an instrument for measuring the value, or the precision of the methods or machines for constructing or manufacturing the components and/or systems. For example, the approximating language may refer to a value being within a +/- 1, 2, 4, 10, 15, or 20 percent margin in either individual values, range(s) of values and/or endpoints defining range(s) of values.
- Here and throughout the specification and claims, range limitations are combined and interchanged, such ranges are identified and include all the sub-ranges contained therein unless context or language indicates otherwise. For example, all ranges disclosed herein are inclusive of the endpoints, and the endpoints are independently combinable with each other.
- The subject technology is generally directed to various architectures for an electric power system, such as an electric power system configured to supply power in an aircraft. For instance, power can be reliably generated and supplied during normal steady-state operation as well as under fault conditions in order to generate thrust in a propulsion assembly of an aircraft. Power generation can employ two electric machines (e.g., an LP generator and an HP generator) to supply engine and aircraft loads, one rotatable with an LP shaft/spool and one rotatable with an HP shaft/spool. The various configurations can be adapted to provide for high power density packaging within an aircraft engine at different voltage levels of a DC bus (e.g., ±270 V, ±1200 V or other high voltage levels (e.g., in a bipolar voltage range of between about +/- 270 and about +/- 2,400 volts, or in a unipolar voltage range of between about 270 volts and 4800 volts)), in order to optimize overall system weight, size, efficiency, and reliability. In some embodiments the voltage levels for the DC bus may be a unipolar or bipolar voltage and between 270 and 800, below 270, between 600 and 1200, about 800, about 1200, between 800 and 1600, between 1200 and 2400, about 1600, about 2600, about 3000, between 2400 and 3000, about 4800, between 3000 and 4800, and/or above 4800 in order to optimize overall system weight, size, efficiency, and reliability.
- The ability to advantageously balance power density and performance with weight, size, efficiency, and reliability can be especially advantageous for applications including but not limited to narrow body aircraft engines. Notably, as used herein, the term "LP generator" and "HP generator" simply refers to the components of an engine the generator is associated with, and does not necessarily imply any specific characteristics of the electric machine.
- Electric power systems as described herein can include first and second electric machines as well as a power distribution system (PDU) that is configured as a dual bus system including first and second independent electrical power buses. Each electrical power bus can electrically connect and provide an independent source of DC power to a separate aircraft engine or other load (e.g. to an electric propulsion assembly). The dual bus system is designed to add a level of redundancy to the electric power system. If a fault occurs within an electric machine connection, internal to an electric machine, in electrical cables, in a power converter, or in another location, one of the electrical power buses (or one inverter channel associated with a single bus) can be taken offline while the other inverter channels or electrical power bus(es) continue to operate. Such electric power system configurations afford the capability of running full aircraft load with one of the inverter channels or electrical power buses being offline. Power flow thus can be advantageously managed within an electric power system without causing disruption to the system.
- In addition to providing two independent electrical channels, the channels are configured to be magnetically balanced to avoid mechanical forces that would otherwise occur in the event of unbalanced magnetic pull caused by magnetic flux being generated in only a portion of an electric machine. Magnetic balancing can be achieved by providing first and second independent inverter channels within each electrical channel of an electric power system, along with specific configurations within the winding-inverter connections of an electric machine. These features can be designed so that the electric channels within the electric power systems remain magnetically balanced and mechanically stable.
- In some embodiments, additional improvements can be made to the size, weight and efficiency of an electric power system. One option for achieving such additional improvements is by co-locating converters with a power distribution unit. For instance, providing an LP converter, HP converter, and first and second electrical power buses within the same PDU assembly can substantially reduce or eliminate the amount and number of cables and DC common-mode filtering that might otherwise be needed within an electric power system. Another option for achieving such additional improvements is to eliminate an LP converter by including a diode-rectifier configuration at the LP machine. A capacitor configuration can also be included at the LP machine for generating reactive power. Elimination of an LP converter by including a capacitor-diode rectifier at the LP machine is possible when power flow occurs only from the LP machine to the HP machine and not from the HP machine to the LP machine. Such option helps provide high power quality, low stress on the LP generator insulation, and reduced/eliminated need for common mode filtering on the DC cable(s) from an LP generator without oversizing the machine.
- Referring now to the drawings, wherein identical numerals indicate the same elements throughout the figures,
FIG. 1 provides a top view of anexemplary aircraft 10 as may incorporate various embodiments of the present disclosure. As shown inFIG. 1 , theaircraft 10 defines alongitudinal centerline 14 that extends therethrough, a lateral direction L, aforward end 16, and anaft end 18. Moreover, theaircraft 10 includes afuselage 12, extending longitudinally from theforward end 16 of theaircraft 10 to theaft end 18 of theaircraft 10, and a wing assembly including a port side and a starboard side. More specifically, the port side of the wing assembly is a first,port side wing 20, and the starboard side of the wing assembly is a second,starboard side wing 22. The first andsecond wings longitudinal centerline 14. Thefirst wing 20 and a portion of thefuselage 12 together define afirst side 24 of theaircraft 10, and thesecond wing 22 and another portion of thefuselage 12 together define asecond side 26 of theaircraft 10. For the embodiment depicted, thefirst side 24 of theaircraft 10 is configured as the port side of theaircraft 10, and thesecond side 26 of theaircraft 10 is configured as the starboard side of theaircraft 10. - Each of the
wings aircraft 10 further includes avertical stabilizer 32 having a rudder flap (not shown) for yaw control, and a pair ofhorizontal stabilizers 34, each having anelevator flap 36 for pitch control. Thefuselage 12 additionally includes an outer surface orskin 38. It should be appreciated however, that in other exemplary embodiments of the present disclosure, theaircraft 10 may additionally or alternatively include any other suitable configuration. For example, in other embodiments, theaircraft 10 may include any other configuration of stabilizer. - Referring now also to
FIGS. 2 and3 , theexemplary aircraft 10 ofFIG. 1 additionally includes apropulsion system 50 having afirst propulsor assembly 52 and asecond propulsor assembly 54.FIG. 2 provides a schematic, cross-sectional view of thefirst propulsor assembly 52, andFIG. 3 provides a schematic, cross-sectional view of thesecond propulsor assembly 54. As is depicted, each of thefirst propulsor assembly 52 andsecond propulsor assembly 54 are configured as under-wing mounted propulsor assemblies. - Referring particularly to
FIGS. 1 and2 , thefirst propulsor assembly 52 is mounted, or configured to be mounted, to thefirst side 24 of theaircraft 10, or more particularly, to thefirst wing 20 of theaircraft 10. Thefirst propulsor assembly 52 generally includes aturbomachine 102 and a primary fan (referred to simply as "fan 104" with reference toFIG. 2 ). More specifically, for the embodiment depicted thefirst propulsor assembly 52 is configured as a turbofan engine 100 (i.e., theturbomachine 102 and thefan 104 are configured as part of the turbofan engine 100). - As shown in
FIG. 2 , theturbofan engine 100 defines an axial direction A1 (extending parallel to alongitudinal centerline 101 provided for reference), a radial direction R1, and a circumferential direction C (extending about the axial direction A1; not depicted inFIG. 2 ). In general, theturbofan engine 100 includes afan section 102 and acore turbine engine 104 disposed downstream from thefan section 102. - The exemplary
core turbine engine 104 depicted generally includes a substantially tubularouter casing 106 that defines anannular inlet 108. Theouter casing 106 encases, in serial flow relationship, a compressor section including a booster or low pressure (LP)compressor 110 and a high pressure (HP)compressor 112; acombustion section 114; a turbine section including a high pressure (HP)turbine 116 and a low pressure (LP)turbine 118; and a jetexhaust nozzle section 120. The compressor section,combustion section 114, and turbine section together define acore air flowpath 121 extending from theannular inlet 108 through theLP compressor 110,HP compressor 112,combustion section 114,HP turbine section 116,LP turbine section 118 and jetnozzle exhaust section 120. A high pressure (HP) shaft orspool 122 drivingly connects theHP turbine 116 to theHP compressor 112. A low pressure (LP) shaft orspool 124 drivingly connects theLP turbine 118 to theLP compressor 110. - For the embodiment depicted, the
fan section 102 may include a fixed orvariable pitch fan 126 having a plurality offan blades 128 coupled to adisk 130 in a spaced apart manner. As depicted, thefan blades 128 extend outwardly fromdisk 130 generally along the radial direction R. For the variable pitch fan embodiment, eachfan blade 128 is rotatable relative to thedisk 130 about a pitch axis PI by virtue of thefan blades 128 being operatively coupled to asuitable actuation member 132 configured to collectively vary the pitch of thefan blades 128 in unison. Thefan blades 128,disk 130, andactuation member 132 are together rotatable about thelongitudinal axis 12 byLP shaft 124. - Referring still to the exemplary embodiment of
FIG. 2 , thedisk 130 is covered by rotatablefront hub 136 aerodynamically contoured to promote an airflow through the plurality offan blades 128. Additionally, theexemplary fan section 102 includes an annular fan casing orouter nacelle 138 that circumferentially surrounds thefan 126 and/or at least a portion of thecore turbine engine 104. Thenacelle 138 is supported relative to thecore turbine engine 104 by a plurality of circumferentially-spaced outlet guide vanes 140. Adownstream section 142 of thenacelle 138 extends over an outer portion of thecore turbine engine 104 so as to define abypass airflow passage 144 therebetween. - Additionally, the
exemplary turbofan engine 100 depicted includes a first electric machine and a second electric machine. For the embodiment shown, the first electric machine is rotatable with theLP shaft 124 andfan 126, and the second electric machine is rotatable with theHP shaft 122. In such a manner, it will be appreciated that for the embodiment shown, the first electric machine is an LPelectric machine 146 and the second electric machine is an HPelectric machine 145. - Specifically, for the embodiment depicted, the LP
electric machine 146 is configured as an electric generator co-axially mounted to and rotatable with theLP shaft 124. As used herein, "co-axially" refers to the axes being aligned. Moreover, for the embodiment shown, the LPelectric machine 146 is positioned inward of thecore air flowpath 121 within or aft of the turbine section of theturbofan engine 100, and as such may be referred to as an embedded electric machine. - Similarly, for the embodiment depicted, the HP
electric machine 145 is configured as an electric generator co-axially mounted to and rotatable with theHP shaft 122. The HPelectric machine 145 is also positioned inward of thecore air flowpath 121, but within compressor section of theturbofan engine 100, and as such may also be referred to as an embedded electric machine. - The LP
electric machine 146 and the HPelectric machine 145 each include arotor 148 and astator 150. The LPelectric machine 146 and the HPelectric machine 145 may be configured in accordance with one or more of the exemplary electric machines described below. - It should be appreciated, however, that in other embodiments, an axis of the LP
electric machine 146 and/or the HPelectric machine 145 may be offset radially from the axes of theLP shaft 124 andHP shaft 122, respectively, and further the LPelectric machine 146 and/or the HPelectric machine 145 may be oblique to the axes of theLP shaft 124 andHP shaft 122, respectively. Further, in one or more exemplary embodiments, the LPelectric machine 146 and/or the HPelectric machine 145 may be located outward of thecore air flowpath 121, e.g., within thecasing 106 of theturbofan engine 100 ornacelle 138. Moreover, although the LPelectric machine 146 and the HPelectric machine 145 are described above as electric generators, in certain exemplary embodiments one or both of the LPelectric machine 146 and the HPelectric machine 145 may be configured as an electric motor, or may be switched between an electric generator mode and an electric motor mode. - Further, it should also be appreciated that the
exemplary turbofan engine 100 depicted inFIG. 2 is provided by way of example only, and that in other exemplary embodiments, theturbofan engine 100 may have any other suitable configuration. For example, in other exemplary embodiments, theturbofan engine 100 may be configured as a turboprop engine, a turbojet engine, a differently configured turbofan engine, an unducted turbofan engine (e.g., without thenacelle 138, but including the stationary outlet guide vanes 140), or any other suitable gas turbine engine. For example, the gas turbine engine may be a geared gas turbine engine (e.g., having a reduction gearbox between theLP shaft 124 and fan 128), may have any other suitable number or configuration of shafts/ spools (e.g., may include an intermediate speed shaft/ turbine/ compressor), etc. - Referring still to
FIGS. 1 and2 , although not depicted inFIG. 2 , thepropulsion system 50 depicted additionally includes an electricalpower connection assembly 58 to allow the LP and HPelectric machines propulsion system 50 and/or theaircraft 10. For the embodiment depicted, the electricalpower connection assembly 58 includes one or more electrical cables orlines 60 connected to the LP and HPelectric machines electric machines propulsion system 50 may generally operate with relatively high voltages. - Additionally, the
propulsion system 50 depicted further includes one or more energy storage devices 55 (such as one or more batteries or other electrical energy storage devices) electrically connected to the electricalpower connection assembly 58 for, e.g., providing electrical power to thesecond propulsor assembly 54 and/or receiving electrical power from an electric generator. Inclusion of the one or moreenergy storage devices 55 may provide performance gains, and may increase a propulsion capability of thepropulsion system 50 during, e.g., transient operations. More specifically, thepropulsion system 50 including one or moreenergy storage devices 55 may be capable of responding more rapidly to speed change demands. - Referring now particularly to
FIGS. 1 and3 , theexemplary propulsion system 50 additionally includes thesecond propulsor assembly 54 positioned, or configured to be positioned, at a location spaced apart from thefirst propulsor assembly 52. - Referring still to the exemplary embodiment of
FIGS. 1 and3 , thesecond propulsor assembly 54 is mounted to thesecond side 26 of theaircraft 10, or rather to thesecond wing 22 of theaircraft 10. Referring particularly toFIG. 3 , thesecond propulsor assembly 54 is generally configured as an electric propulsion assembly including an electric motor and a propulsor. More particularly, for the embodiment depicted, theelectric propulsion assembly 200 includes anelectric motor 206 and a propulsor/fan 204. Theelectric propulsion assembly 200 defines an axial direction A2 extending along alongitudinal centerline axis 202 that extends therethrough for reference, as well as a radial direction R2. For the embodiment depicted, thefan 204 is rotatable about thecenterline axis 202 by theelectric motor 206. - The
fan 204 includes a plurality offan blades 208 and afan shaft 210. The plurality offan blades 208 are attached to/rotatable with thefan shaft 210 and spaced generally along a circumferential direction of the fan (not shown). In certain exemplary embodiments, the plurality offan blades 208 may be attached in a fixed manner to thefan shaft 210, or alternatively, the plurality offan blades 208 may be rotatable relative to thefan shaft 210, such as in the embodiment depicted. For example, the plurality offan blades 208 each define a respective pitch axis P2, and for the embodiment depicted are attached to thefan shaft 210 such that a pitch of each of the plurality offan blades 208 may be changed, e.g., in unison, by apitch change mechanism 211. Changing the pitch of the plurality offan blades 208 may increase an efficiency of thesecond propulsor assembly 54 and/or may allow thesecond propulsor assembly 54 to achieve a desired thrust profile. With such an exemplary embodiment, thefan 204 may be referred to as a variable pitch fan. - Moreover, for the embodiment depicted, the
electric propulsion assembly 200 depicted additionally includes a fan casing orouter nacelle 212, attached to acore 214 of thefan 204 through one or more struts or outlet guide vanes 216. For the embodiment depicted, theouter nacelle 212 substantially completely surrounds thefan 204, and particularly the plurality offan blades 208. Accordingly, for the embodiment depicted, thefan 204 may be referred to as a ducted electric fan. - Referring still particularly to
FIG. 3 , thefan shaft 210 is mechanically coupled to theelectric motor 206 within thecore 214, such that theelectric motor 206 drives thefan 204 through thefan shaft 210. Thefan shaft 210 is supported by one ormore bearings 218, such as one or more roller bearings, ball bearings, or any other suitable bearings. Additionally, theelectric motor 206 may be an inrunner electric motor (i.e., including a rotor positioned radially inward of a stator), or alternatively may be an outrunner electric motor (i.e., including a stator positioned radially inward of a rotor). - As briefly noted above, the electric power source (i.e., the electric generator(s) of the
first propulsor assembly 52 for the embodiment depicted) is electrically connected with the electric propulsion assembly (i.e., theelectric motor 206 and thefan 204 of theelectric propulsion assembly 200 for the embodiment depicted) for providing electrical power to the electric propulsion assembly. More particularly, theelectric motor 206 of theelectric propulsion assembly 200 is in electrical communication with the electric power system through the electricalpower connection assembly 58, and more particularly through the one or more electrical cables orlines 60 extending therebetween. Again, as will be discussed in more detail below, the electricalpower connection assembly 58 is configured to provide relatively high-voltage electrical power to the electric propulsion assembly for driving the electric propulsion assembly. - A propulsion system in accordance with one or more of the above embodiments may be referred to as a gas-electric, or hybrid-electric propulsion system, given that a first propulsor assembly is configured as a gas turbine engine and a second propulsor assembly is configured as an electrically driven fan.
- It should be appreciated, however, that in other exemplary embodiments the exemplary propulsion system may have any other suitable configuration, and further, may be integrated into an
aircraft 10 in any other suitable manner. For example, in other exemplary embodiments, the hybrid-electric propulsion system may have any suitable number of gas turbine engines (such as one, two, three, four, etc.) distributed in any suitable manner (such as along a port side wing, a starboard side wing, a fuselage of the aircraft, an aft location, etc.), and mounted in any suitable manner (such as in an under-wing mount, an over-wing mount, integrated into a wing, mounted to a fuselage of the aircraft, mounted to a stabilizer of the engine, mounted at the aft end as a boundary layer ingestion engine, etc.). Similarly, the hybrid-electric propulsion system may have any suitable number of electric propulsion engines (such as one, two, three, four, etc.) distributed in any suitable manner (such as along a port side wing, a starboard side wing, a fuselage of the aircraft, an aft location, etc.), and mounted in any suitable manner (such as in an under-wing mount, an over-wing mount, integrated into a wing, mounted to a fuselage of the aircraft, mounted to a stabilizer of the engine, mounted at the aft end as a boundary layer ingestion engine, etc.). In the event a plurality of gas turbine engines are provided with electric machine to generate electrical power, each may be directed to a single electric propulsion engine or a single group of electric propulsion engines, or each may be in electrical communication with a common electrical bus to provide power to the electric propulsion engine(s). - Moreover, it will be appreciated that although the propulsion system described herein is depicted as having been incorporated into an
aircraft 10, in other exemplary embodiments, the propulsion system may additionally or alternatively be incorporated into any other suitable vehicle. For example, in other exemplary embodiments, the propulsion system may be incorporated into a nautical vehicle utilizing one or more turbine engines (such as a ship or submarine), a locomotive vehicle utilizing one or more turbine engines, etc. - Referring now briefly to
FIG. 4 , a schematic view is provided for a hybrid electric propulsion system in accordance with the present disclosure. The exemplary hybrid electric propulsion system may incorporate aspects of the systems described above with reference toFIGS. 1 through 3 . For example, the exemplary hybridelectric propulsion system 300 can include agas turbine engine 100 having an HPelectric machine 145 rotatable with anHP shaft 122 of thegas turbine engine 100 and an LPelectric machine 146 rotatable with anLP shaft 124 of thegas turbine engine 100. The HPelectric machine 145 and LPelectric machine 146 can be part of anelectric power system 61 that also includes a power distribution unit (PDU) 62.PDU 62 can provide multiple DC voltages that are generated by theelectric power system 61. Such multiple DC voltages can be provided at the same and/or different values, provided at fixed and/or varied levels, and configured as either regulated and/or unregulated voltages. In some implementations, such as when the LPelectric machine 146 is a generator and the HP electric machine is a starter-generator, power generated by theelectric power system 61 can include electric power that flows between LP and HP spools (e.g., from the LP generator to the HP starter-generator) for the purpose of improving specific fuel consumption. - The exemplary hybrid
electric propulsion system 300 further includes anelectric propulsion assembly 200 having a fan/propulsor 204 and anelectric motor 206. The exemplary hybridelectric propulsion system 300 also includes an electricalpower connection assembly 58 electrically coupling the gas turbine engine (or rather the HP and LPelectric machines 145, 146) with the electric propulsion assembly 200 (or rather the electric motor 206). - The system depicted in
FIG. 4 can additionally include anaircraft load 65 that is coupled to thePDU 62 and that is powered by the multiple DC channels. In some implementations,aircraft load 65 can correspond to one or more engine electrical loads such as but not limited to fuel pump(s), cooling pump(s) and engine icing protection. In some implementations,aircraft load 65 can correspond to one or more environmental control systems such as but not limited to systems for cabin pressurization, cabin air-conditioning, and the like, flight control electrified actuators, avionics, wing icing protection, and other systems requiring DC power within an aircraft. - Notably, the electrical
power connection assembly 58 is configured as a dual bus system wherebyPDU 62 includes first and second independent electrical power buses. The first electrical power bus can electrically connect and provide a first source of DC power from theelectric power system 61 to theelectric propulsion assembly 200 and/or toaircraft load 65. For instance, a first set of one or more cables orconnectors 64 can be provided to transfer power from the first electrical power bus ofPDU 62 to the electric propulsion assembly 200 (or rather the electric motor 206), and/or toaircraft load 65. The second electrical power bus can electrically connect and provide a second source of DC power from theelectric power system 61 to theelectric propulsion assembly 200 and/or toaircraft load 65. For instance, a second set of one or more cables orconnectors 66 can be provided to transfer power from the second electrical power bus ofPDU 62 to the electric propulsion assembly 200 (or rather the electric motor 206) and/or toaircraft load 65. The second electrical power bus ofPDU 61 is configured to be electrically independent from the first electrical power bus. Although only first and second sets of cables/connectors FIG. 4 and discussed with reference to first and second electrical power buses ofPDU 62, it should be appreciated that additional layers of redundancy (e.g., a plurality of electrical power buses including first, second, third, or more power buses) are possible. - Referring still to
FIG. 4 ,electric power system 61 can be configured as a high-voltage electric power system, andpropulsion system 300 can be configured as a high-voltage propulsion system. As such, the power generated by HPelectric machine 145 and LPelectric machine 146 and ultimately transferred byPDU 62 to theelectric propulsion assembly 200 and/or toaircraft load 65 can be configured to provide electrical power at a voltage exceeding 800 volts ("V"). For example, in certain exemplary embodiments, the electric power buses withinPDU 62 can be configured to transfer electrical power received from HPelectric machine 145 and LPelectric machine 146 to theelectric propulsion assembly 200 and/or toaircraft load 65 at a bipolar voltage level between about +/- 270 V and about +/- 2400 V, or more particularly between about +/- 270 V and about +/- 1,200 V. In other embodiments, the electric power buses withinPDU 62 can be configured to transfer electrical power received from HPelectric machine 145 and LPelectric machine 146 to theelectric propulsion assembly 200 and/or toaircraft load 65 at a bipolar or unipolar voltage level between 270 and 800, below 270, between 600 and 1200, about 800, about 1200, between 800 and 1600, between 1200 and 2400, about 1600, about 2600, about 3000, between 2400 and 3000, about 4800, between 3000 and 4800, and/or above 4800. By transferring electrical power from theelectric power system 61 to theelectric propulsion assembly 200 and/or the aircraft load 65 (via the first and second independent power buses) at relatively high voltages, electrical power can be transferred at a lower electrical current while still delivering a desired amount of power. Such a configuration may allow for cables (e.g.,cables 64, 66) having a reduced thickness, or diameter, which may save weight in an aircraft including theexemplary propulsion system 300. Because transfer cables can often be required to extend relatively long distances, a reduced thickness, or diameter, within such cables can advantageously save an appreciable amount of size and weight within the aircraft. - For example, in certain exemplary embodiments,
PDU 62 may be configured to transfer electrical power to theelectric propulsion assembly 200 and/or aircraft load at an electrical current between about 30 amps ("A") and about 1,200 A, such as between about 100 A and about 1,000 A. With such an exemplary embodiment, thePDU 62 may be configured to transfer at least about 750 kilowatts of electrical power to theelectric propulsion assembly 200 and up to about twelve (12) megawatts of electrical power. For example, in certain exemplary embodiments thePDU 62 may be configured to transfer at least about one (1) megawatt of electrical power to theelectric propulsion assembly 200 and/oraircraft load 65, such as between about one (1) megawatt of electrical power and about two (2) megawatts of electrical power. -
FIGS. 5-16 generally provide additional details of the dual bus system withinPDU 62 and other aspects of anelectric power system 61 that includes a plurality of electric machines (e.g., HPelectric machine 145 and LP electric machine 146). The dual bus system is designed to add a level of redundancy to theelectric power system 61. To that effect, if a fault occurs within various locations (e.g., in an electric machine connection, internal to an electric machine, in electrical cables, in a power converter, etc.), one of the electrical power buses can be taken offline while the other electrical power bus(es) continue to operate. - Referring now to
FIGS. 5-10 , additional aspects of electric machine connections within anelectric power system 61 are schematically illustrated.FIGS. 5, 7, and 9 depict example connection configurations for windings and terminals within an electric machine, whileFIGS. 6, 8, and 10 provide corresponding schematic illustrations of how the connection configurations ofFIGS. 5, 7, and 9 can be coupled to subsequent components within an electric power system. It should be appreciated that the connection configurations and corresponding schematics ofFIGS. 5-10 illustrate only a single electric machine. However, the configurations can be equally applied across multiple electric machines (e.g., a first electric machine such as LP electric machine (LP generator) 146 and a second electric machine such as HP electric machine (HP generator 145). When multiple electric machines are included within an electric power system embodiment, the machines can include the same or different configurations, and can be designed to deliver the same or different voltage/power levels across multiple DC channels. In some instances, a given electric machine can include windings designed for carrying different currents within the same electric machine. In addition, the winding configurations ofFIGS. 5, 7, and 9 depict a particular number of winding sections. It should be appreciated that each configuration with a plurality of windings can be modified to include a different number of windings. For example, a configuration with four (4) windings can be modified to include a greater number of windings and still be within the spirit and scope of the disclosed technology. -
FIG. 5 is a schematic representation of a first example electricmachine connection configuration 310 in accordance with an exemplary embodiment of the present disclosure. Electricmachine connection configuration 310 can be implemented as part of an electric machine. In some examples, electricmachine connection configuration 310 can be implemented as part of a first electric machine (e.g., LP electric machine 146) and/or as part of a second electric machine (e.g., HP electric machine 145). - In accordance with electric
machine connection configuration 310, an electric machine can include first, second, third, and fourth winding sections 311-314. Such plurality of winding sections 311-314 can be multi-phase and/or substantially magnetically decoupled. The winding sections 311-314 can be provided in a configuration such that an electric machine including electricmachine connection configuration 310 is mechanically balanced even if one of the plurality of windings is de-energized. In some implementations, the plurality of windings can be tooth-wound and/or spatially distributed. However, it should be appreciated that other coil winding configurations can be employed. For instance, distributed winding configurations and/or concentrated winding configurations can be additionally or alternatively utilized. In addition, the winding configurations can be designed such that magnetic flux travels in different manners throughout the electric machine(s), for instance yielding a radial-flux machine and/or an axial-flux machine. - Accordingly, it will be appreciated that as used herein, the term "substantially magnetically decoupled" with respect to a plurality of winding sections refers to a nominal level of magnetic coupling between and among various winding sections. More particularly, although it may be difficult to ensure complete magnetic decoupling among winding sections, winding sections that are "substantially magnetically decoupled" can correspond to winding sections in which an amount of magnetic coupling is minimized, below a nominal threshold value, and/or as close to zero as possible. Magnetic decoupling can be generally achieved at least in part by the way in which winding sections are wound within an electric machine and/or by properly adjusting phase angle between sets of winding sections. Magnetic decoupling among a group of windings enables remaining windings in the group to continue to operate while at least one winding in the group is not functioning normally. One example would be when a winding has insulation failure, in which case the winding is desired to either be de-energized or operated in an insulation failure mitigation scheme.
- In addition, it will be appreciated that the term "mechanically balanced" as used herein refers to the active balancing of a plurality of windings in an electric machine. The plurality of windings can be individually excited (e.g., magnetized and loaded) in a way that the combined mechanical forces normal to the airgap of the electric machine produced by the plurality of windings are well balanced. Even if at least one of the plurality of windings is de-energized or is in limited operation, the excitation of the remaining plurality of windings can be adjusted to maintain the mechanical balance or to reduce the unbalance to a manageable level. For example, a group of windings (e.g., the pair of
windings FIG. 5 ) can be configured for operation in a manner that balances each other while another group of windings (e.g., the pair ofwindings 312 and 314) can also be configured for operation in a manner that balances each other. Still further, it will be appreciated that the term "multi-phase" as used herein shall cover various configurations in which more than one phase of electrical power is supplied. - Referring still to
FIG. 5 , the first windingsection 311, second windingsection 312, third windingsection 313, and fourth windingsection 314 can each spatially span about one-quarter of the length of its associated electric machine. Each winding section 311-314 includes three terminals for three-phase (3ph) electric power. Three-phase power terminals associated with the first windingsection 311 can collectively form a first wye-configuration, or star-configuration,connection 315. Three-phase power terminals associated with the second windingsection 312 can collectively form a second wye-configuration, or star-configuration,connection 316. Three-phase power terminals associated with the third windingsection 313 can collectively form a third wye-configuration, or star-configuration,connection 317. Three-phase power terminals associated with the fourth windingsection 314 can collectively form a fourth wye-configuration, or star-configuration,connection 318. In some embodiments, AC power generated at the first andthird connections fourth connections - Although
FIG. 5 and others depict or describe wye-configuration, or star-configuration, connections, it will be appreciated that other suitable connection configurations can be employed. By way of example, power terminals associated with the various winding sections can be configured using one or more of a delta connection, a parallel connection, a series connection, an open-ended connection, etc. In some instances, different connection configurations can be used. For example, at least one winding section in an electric machine can have a first connection configuration (e.g., wye-connected) and at least another winding section can have a second connection configuration (e.g., delta-connected) that is different than the first connection configuration. -
FIG. 6 is a schematic representation of a first generator andconverter assembly 320 using the first example electricmachine connection configuration 310 ofFIG. 5 . More particularly,electric machine 321 can include the first star-configuration connection 315, second star-configuration connection 316, third star-configuration connection 317, and fourth star-configuration connection 318 depicted inFIG. 5 . A first set ofAC cables 322 electrically couples thefirst connection 315 of electric machine (generator) 321 to aconverter 326. A second set ofAC cables 323 electrically couples thesecond connection 316 of electric machine (generator) 321 toconverter 326. A third set ofAC cables 324 electrically couples thethird connection 317 of electric machine (generator) 321 toconverter 326. A fourth set ofAC cables 325 electrically couples thefourth connection 318 of electric machine (generator) 321 toconverter 326. In some examples,converter 326 can be an active power rectifier assembly including, for example, one or more common mode filters 327, one or more AC/DC converter circuit elements 328, and one or more DC common mode (DCCM) filters 329. In other examples,converter 326 can be a passive power rectifier assembly including, for example, a plurality of diode rectifiers and AC capacitors provided at terminals of theelectric machine 321. In some embodiments, a first set of terminals within theelectric machine 321 can be coupled to an active power rectifier, while a second set of terminals within theelectric machine 321 can be coupled to a passive power rectifier. -
FIG. 7 is a schematic representation of a second example electricmachine connection configuration 330 in accordance with an exemplary embodiment of the present disclosure. Electricmachine connection configuration 330 can be implemented as part of an electric machine. In some examples, electricmachine connection configuration 330 can be implemented as part of a first electric machine (e.g., LP electric machine 146) and/or as part of a second electric machine (e.g., HP electric machine 145). - In accordance with electric
machine connection configuration 330, an electric machine can include a plurality of self-balancing windings, such as first and second windingsections machine connection configuration 320 is mechanically balanced even if one of the plurality of windings is de-energized. In some implementations, the plurality of windings can be tooth-wound and/or spatially distributed. - Each winding of the plurality of windings in
FIG. 7 is arranged to mechanically balance on its own. For example, with a four (4) winding section arrangement, a diametrical pair of windings can be combined (e.g., in series or in parallel) to form a single multi-phase winding. As such, each of the first and second windingsections - Referring still to
FIG. 7 , each windingsection section 331 can collectively form a first wye-configuration, or star-configuration,connection 334. Three-phase power terminals associated with the second windingsection 332 can collectively form a second wye-configuration, or star-configuration,connection 335. -
FIG. 8 is a schematic representation of a second generator andconverter assembly 340 using the second example electricmachine connection configuration 330 ofFIG. 7 . More particularly,electric machine 341 can include twoinstances 334a, 334b of the first star-configuration connection 334 and twoinstances configuration connection 335 depicted inFIG. 7 . A first set ofAC cables 342 electrically couples the twoinstances 334a, 334b of thefirst connection 334 of electric machine (generator) 341 to aconverter 346. A second set ofAC cables 343 electrically couples the twoinstances second connection 335 of electric machine (generator) 341 toconverter 346. In some examples,converter 346 can be an active power rectifier assembly including, for example, one or more common mode filters 347, one or more AC/DC converter circuit elements 348, and one or more DC common mode (DCCM) filters 349. In some examples,converter 346 can be a passive power rectifier assembly including, for example, a plurality of diode rectifiers and AC capacitors provided at terminals of theelectric machine 341. In some embodiments, a first set of terminals within theelectric machine 341 can be coupled to an active power rectifier, while a second set of terminals within theelectric machine 341 can be coupled to a passive power rectifier. Compared with theassembly 320 ofFIG. 6 ,assembly 340 ofFIG. 8 only requires half the number of AC cables, thus providing an increase in volumetric efficiency, and reduction in cost, size, and weight of the cables. -
FIG. 9 is a schematic representation of a third example electricmachine connection configuration 350 in accordance with an exemplary embodiment of the present disclosure. Electricmachine connection configuration 350 can be implemented as part of an electric machine. In some examples, electricmachine connection configuration 350 can be implemented as part of a first electric machine (e.g., LP electric machine 146) and/or as part of a second electric machine (e.g., HP electric machine 145). - In accordance with electric
machine connection configuration 350, an electric machine can include a windingsection 351. Windingsection 351 can include a plurality of coupled winding pairs (e.g., four coupled winding pairs). Such plurality of windings (e.g., the plurality of coupled winding pairs in winding section 351) can be multi-phase and/or substantially magnetically decoupled. The windings can be provided in a configuration such that an electric machine including electricmachine connection configuration 350 is mechanically balanced even if one of the plurality of windings is de-energized. In some implementations, the plurality of windings can be tooth-wound and/or spatially distributed. - Referring still to
FIG. 9 , windingsection 351 can spatially span the full length of its associated electric machine, and can include six terminals for six-phase (6ph) electric power. Six-phase power terminals associated with the windingsection 351 can collectively form a double-wye-configuration, or double-star-configuration,connection 352. In some examples, the six-phase power terminals associated with the windingsection 351 are configured such that each of first and second phase power terminals, third and fourth phase power terminals, and fifth and sixth phase power terminals are shifted from one another by thirty (30) degrees, while first, third and fifth power terminals are shifted from one another by 120 degrees, and second, fourth, and sixth power terminals are shifted from one another by 120 degrees. The six-phase power configuration ofFIG. 9 can help lower harmonics to advantageously reduce the possibility of torque ripple within an electric machine while also achieving a better power quality. -
FIG. 10 is a schematic representation of a third generator andconverter assembly 360 using the third example electricmachine connection configuration 350 ofFIG. 9 . More particularly,electric machine 361 can include fourinstances configuration connection 352 depicted inFIG. 9 . A first set ofAC cables 362 electrically couples the fourinstances connection 352 of electric machine (generator) 361 to aconverter 366. A second set ofAC cables 363 electrically couples the fourinstances connection 352 of electric machine (generator) 361 toconverter 366. In some examples,converter 366 can be an active power rectifier assembly including, for example, one or morecommon mode filters 367, one or more AC/DCconverter circuit elements 368, and one or more DC common mode (DCCM) filters 369. In some examples,converter 366 can be a passive power rectifier assembly including, for example, a plurality of diode rectifiers and AC capacitors provided at terminals of theelectric machine 361. In some embodiments, a first set of terminals within theelectric machine 361 can be coupled to an active power rectifier, while a second set of terminals within theelectric machine 361 can be coupled to a passive power rectifier. - Referring now to
FIGS. 11-14 , additional system-level aspects of electric power systems in accordance with the disclosed technology are depicted.FIGS. 11-14 depict respective electric power systems such as might be implemented as part of theelectric power system 61 depicted inFIG. 4 . It should be appreciated that aspects from one power system inFIGS. 11-14 can be combined with aspects from other power systems in such figures to create additional embodiments than those specifically depicted. -
FIG. 11 depicts a firstelectric power system 400 in accordance with an exemplary embodiment of the present disclosure.Electric power system 400 can include at least one electric machine. As depicted,electric power system 400 includes a plurality of electric machines, which can include at least a firstelectric machine 410 and a secondelectric machine 420. In some embodiments, the firstelectric machine 410 is an LP electric machine or LP generator, such as LPelectric machine 146, while the secondelectric machine 420 is an HP electric machine or HP generator, such as HPelectric machine 145. Firstelectric power system 400 also includes first and secondelectrical channels - First
electrical channel 411 electrically couples the firstelectric machine 410 to a firstelectrical power bus 412 and to a secondelectrical power bus 422. Firstelectrical channel 411 can also include a first converter 415 (e.g., an LP converter) positioned between the first electric machine 410 (e.g., an LP generator) and the first and secondelectrical power buses electrical channel 411 can include a first plurality ofAC cables 413 coupling respective first wye-connection instances of firstelectric machine 410 to a first converter 415 (e.g., an LP converter). Firstelectrical channel 411 can also include a second plurality ofAC cables 414 coupling respective second wye-connection instances of firstelectric machine 410 to the first converter 415 (e.g., LP converter). The multiple instances of wye-connections within the firstelectric machine 410 as coupled to the first plurality ofAC cables 413 and to the second plurality ofAC cables 414 provide first and second independent inverter channels that are magnetically balanced within firstelectrical channel 411. In some examples,first converter 415 can include one or morecommon mode filters 416, one or more AC/DCconverter circuit elements 417, and one or more DC common mode (DCCM) filters 418. - Second
electrical channel 421 electrically couples the secondelectric machine 420 to the firstelectrical power bus 412 and to the secondelectrical power bus 422. Secondelectrical channel 421 can also include a second converter 425 (e.g., an HP converter) positioned between the second electric machine 420 (e.g., an HP generator) and the first and secondelectrical power buses electrical channel 421 can include a first plurality ofAC cables 423 coupling respective first wye-connection instances of secondelectric machine 420 to a second converter 425 (e.g., an HP converter). Secondelectrical channel 421 can also include a second plurality ofAC cables 424 coupling respective second wye-connection instances ofelectric machine 420 to the second converter 425 (e.g., HP converter). The multiple instances of wye-connections within the secondelectric machine 420 as coupled to the first plurality ofAC cables 423 and to the second plurality ofAC cables 424 provide first and second independent inverter channels that are magnetically balanced within secondelectrical channel 421. In some examples,second converter 425 can include one or morecommon mode filters 426, one or more AC/DCconverter circuit elements 427, and one or more DC common mode (DCCM) filters 428. - It will be appreciated from the description herein that although the various AC cables within the first and second electric machines are described as using a "wye-connection", in other exemplary embodiments one or more of such AC cables may alternatively use any other suitable connection configuration. By way of example, in certain exemplary embodiments, one or more of such AC cables may use one of a delta connection, a parallel connection, a series connection, an open ended connection, etc.
-
Electric power system 400 can also include a power distribution unit (PDU) 401.PDU 401 can include the firstelectrical power bus 412, the secondelectrical power bus 422, and various switches 402-406. Afirst switch 402 is positioned between DC cables from thefirst converter 415 and the firstelectrical power bus 412. Asecond switch 403 is positioned between DC cables from thesecond converter 425 and the firstelectrical power bus 412. Athird switch 404 is positioned between DC cables from thefirst converter 415 and the secondelectrical power bus 422. A fourth switch positioned between DC cables from thesecond converter 425 and the secondelectrical power bus 422. Switch 406 (e.g., a disconnect switch) is positioned between and electrically couples the firstelectrical power bus 412 and the secondelectrical power bus 422. Switches 402-406 can be variously toggled between first and second positions depending on whether faults are detected withinelectric power system 400. For example, switch 406 can be configured for operation in a first position (e.g., an open position) during normal steady-state operation of theelectric power system 400. Switch 406 can be configured for operation in a second position (e.g., a closed position) during fault operation of theelectric power system 400. In this way, power can be provided to both electrical power busses 412 and 422 even in the case of failure of one of theelectric machines electrical power buses electric machines electric machine electrical channels power converter -
FIG. 12 depicts a secondelectric power system 450 in accordance with an exemplary embodiment of the present disclosure.Electric power system 450 includes a plurality of electric machines. The plurality of electric machines can include at least a firstelectric machine 460 and a secondelectric machine 470. In some embodiments, the firstelectric machine 460 is an LP electric machine or LP generator, such as LPelectric machine 146, while the secondelectric machine 470 is an HP electric machine or HP generator, such as HPelectric machine 145. Secondelectric power system 450 also includes first and secondelectrical channels - First
electrical channel 461 electrically couples the firstelectric machine 460 to a firstelectrical power bus 462 and to a secondelectrical power bus 472. Firstelectrical channel 461 can also include a first converter 465 (e.g., an LP converter) positioned between the first electric machine 460 (e.g., an LP generator) and the first and secondelectrical power buses electrical channel 461 can include a first plurality ofAC cables 463 coupling respective first wye-connection instances of firstelectric machine 460 to a first converter 465 (e.g., an LP converter). Firstelectrical channel 461 can also include a second plurality ofAC cables 464 coupling respective second wye-connection instances of firstelectric machine 460 to the first converter 465 (e.g., LP converter). The multiple instances of wye-connections within the firstelectric machine 460 as coupled to the first plurality ofAC cables 463 and to the second plurality ofAC cables 464 provide first and second independent inverter channels that are magnetically balanced within firstelectrical channel 461. In some examples,first converter 465 can include one or morecommon mode filters 466 and one or more AC/DCconverter circuit elements 467. - Second
electrical channel 471 electrically couples the secondelectric machine 470 to the firstelectrical power bus 462 and to the secondelectrical power bus 472. Secondelectrical channel 471 can also include a second converter 475 (e.g., an HP converter) positioned between the second electric machine 470 (e.g., an HP generator) and the first and secondelectrical power buses electrical channel 471 can include a first plurality ofAC cables 473 coupling respective first wye-connection instances of secondelectric machine 470 to a second converter 475 (e.g., an HP converter). Secondelectrical channel 471 can also include a second plurality ofAC cables 474 coupling respective second wye-connection instances ofelectric machine 470 to the second converter 475 (e.g., HP converter). The multiple instances of wye-connections within the secondelectric machine 470 as coupled to the first plurality ofAC cables 473 and to the second plurality ofAC cables 474 provide first and second independent inverter channels that are magnetically balanced within secondelectrical channel 471. In some examples,second converter 475 can include one or morecommon mode filters 476 and one or more AC/DCconverter circuit elements 477. -
Electric power system 450 can also include a power distribution unit (PDU) 451.PDU 451 can include thefirst converter 465,second converter 475, firstelectrical power bus 462, secondelectrical power bus 472, and various switches 452-456. Notably, the first converter 465 (e.g., an LP converter), the second converter 475 (e.g., an HP converter), the firstelectrical power bus 462, and the secondelectrical power bus 472 are all co-located withinPDU 451. For example, the first converter 465 (e.g., an LP converter), the second converter 475 (e.g., an HP converter), the firstelectrical power bus 462, and secondelectrical power bus 472 can all be mechanically positioned within a same structuralhousing defining PDU 451. - Comparing second
electric power system 450 ofFIG. 12 to the firstelectric power system 400 ofFIG. 11 , co-location of some components withinPDU 451 enables elimination or reduction of other components. Component reduction can advantageously reduce size and weight of the power system, which can be especially desirable for aircraft applications. For instance, DC cables in firstelectric power system 400 ofFIG. 11 connecting thefirst converter 415 to the first and secondelectrical power buses second converter 425 to the first and secondelectrical power buses electric power system 450 ofFIG. 12 . Instead, busbars can be used to connectfirst converter 465 to first and secondelectrical power buses second converter 475 to first and secondelectrical power buses second converters electric power system 400 can also be removed in the secondelectric power system 450 ofFIG. 12 . Elimination and/or reduction of the DC cables and DCCM filters can also advantageously reduce DC capacitance within the secondelectric power system 450, provide a common thermal interface withinPDU 451, and increase overall volumetric power density within secondelectric power system 450. - Referring still to
FIG. 12 , afirst switch 452 can be positioned at a location on the busbars associated with the firstelectrical power bus 462 that is coupled to thefirst converter 465, asecond switch 453 can be positioned at a location on the busbars associated with the firstelectrical power bus 462 that is coupled to thesecond converter 475, athird switch 454 can be positioned at a location on the busbars associated with the secondelectrical power bus 472 that is coupled to thefirst converter 465, and afourth switch 455 can be positioned at a location on the busbars associated with the secondelectrical power bus 472 that is coupled to thesecond converter 475. Switch 456 (e.g., a disconnect switch) can be positioned between and electrically couple the firstelectrical power bus 462 and the secondelectrical power bus 472. Switches 452-456 can be variously toggled between first and second positions depending on whether faults are detected withinelectric power system 450. For example, switch 456 can be configured for operation in a first position (e.g., an open position) during normal steady-state operation of theelectric power system 450. Switch 456 can be configured for operation in a second position (e.g., a closed position) during fault operation of theelectric power system 450. In this way, power can be provided to both electrical power busses 462 and 472 even in the case of failure of one of theelectric machines electrical power buses electric machines electric machine electrical channels power converter -
FIGS. 11-12 depict aspects of the second example electricmachine connection configuration 330 ofFIG. 7 and the second generator andconverter assembly 340 ofFIG. 8 . However, it should be appreciated that other example electric machine connection configurations (such as but not limited to the first example electricmachine connection configuration 310 ofFIG. 5 and the third example electricmachine connection configuration 350 ofFIG. 9 ) and other example generator and converter assemblies (such as but not limited to the first generator andconverter assembly 320 ofFIG. 6 and the third generator andconverter assembly 360 ofFIG. 10 ) can be employed instead of those depicted inFIGS. 11-12 . -
FIG. 13 depicts a thirdelectric power system 500 in accordance with an exemplary embodiment of the present disclosure.Electric power system 500 includes a plurality of electric machines. The plurality of electric machines can include at least a firstelectric machine 510 and a secondelectric machine 520. In some embodiments, the firstelectric machine 510 is an LP electric machine or LP generator, such as LPelectric machine 146, while the secondelectric machine 520 is an HP electric machine or HP generator, such as HPelectric machine 145. In some examples, firstelectric machine 510 includes a plurality of diode-rectifiers 508 (e.g., four diode-rectifiers 508), one diode-rectifier 508 being positioned at a terminal connection configuration associated with each winding section of the firstelectric machine 510. The plurality of diode-rectifiers are configured to rectify the power provided from the firstelectric machine 510 to the first and secondelectrical power buses electric machine 510 includes a plurality of AC capacitors 509 (e.g., four AC capacitors 509), oneAC capacitor 509 positioned at a terminal connection configuration associated with each winding section of the firstelectric machine 510. The plurality ofAC capacitors 509 are configured to provide reactive power to the firstelectric machine 510. In some examples, the diode-rectifiers 508 andcapacitors 509 are integrated directly within the firstelectric machine 510, thus providing a passive rectifier assembly for the firstelectric machine 510. - It will be appreciated that as used herein, the term "integrated" with respect to a converter/ rectifier and electric machine may mean that the two components are co-located within a common housing, hermetically sealed together (or at least components thereof hermetically sealed together), utilizing a shared thermal management system or features, or the like.
- Third
electric power system 500 also includes first and secondelectrical channels electrical channel 511 electrically couples the firstelectric machine 510 to a firstelectrical power bus 512 and to a secondelectrical power bus 522. Firstelectrical channel 511 can include avariable DC bus 513 coupling the various wye-connection configurations of firstelectric machine 510 to a first DC/DC converter 541. The multiple instances of wye-connections within the firstelectric machine 510 as coupled to thevariable DC bus 513 provide first and second independent inverter channels that are magnetically balanced within firstelectrical channel 511. - Second
electrical channel 521 electrically couples the secondelectric machine 520 to the firstelectrical power bus 512 and to the secondelectrical power bus 522. Secondelectrical channel 521 can also include a converter 525 (e.g., an HP converter) positioned between the second electric machine 520 (e.g., an HP generator) and the first and secondelectrical power buses electric machine 520. In some examples,converter 525 can be integrated with the secondelectric machine 520. Secondelectrical channel 521 can include a first plurality ofAC cables 523 coupling respective first wye-connection instances of secondelectric machine 520 toconverter 525, a second plurality ofAC cables 524 coupling respective second wye-connection instances of secondelectric machine 520 toconverter 525, a third plurality ofAC cables 526 coupling respective third wye-connection instances of secondelectric machine 520 toconverter 525, and a fourth plurality ofAC cables 527 coupling respective fourth wye-connection instances of secondelectric machine 520 toconverter 525. The multiple instances of wye-connections within the secondelectric machine 520 as coupled to the first plurality ofAC cables 523, second plurality ofAC cables 524, third plurality ofAC cables 526, and fourth plurality ofAC cables 527 help provide first and second independent inverter channels that are magnetically balanced within secondelectrical channel 521. In some examples,converter 525 can include one or morecommon mode filters 528, one or more AC/DCconverter circuit elements 529, and one or more DC common mode (DCCM) filters 530. Secondelectrical channel 521 can include avariable DC bus 533coupling converter 525 to a second DC/DC converter 542. -
Electric power system 500 can also include a power distribution unit (PDU) 540.PDU 540 can include the firstelectrical power bus 512, the secondelectrical power bus 522, the first DC/DC converter 541, the second DC/DC converter 542, and various switches 543-545. First DC/DC converter 541 and second DC/DC converter 542 can generally be characterized as high-density low-loss devices that provide high frequency isolation and allow optimum aircraft DC voltage levels to be respectively provided to the first and secondelectrical power buses DC converter 541 and/or the second DC/DC converter 542 can be isolated DC/DC converters having two or more respective DC terminals. In some implementations, one or more of the DC/DC converter(s) 541, 542 can be configured to additionally or alternatively operate as a fast-acting DC breaker. - A
first switch 543 is positioned between an output of first DC/DC converter 541 and the firstelectrical power bus 512. Asecond switch 544 is positioned between an output of second DC/DC converter 542 and the secondelectrical power bus 522. Switch 545 (e.g., a disconnect switch) is positioned between and electrically couples the firstelectrical power bus 512 and the secondelectrical power bus 522. Switches 543-545 can be variously toggled between first and second positions depending on whether faults are detected withinelectric power system 500. For example, switch 545 can be configured for operation in a first position (e.g., an open position) during normal steady-state operation of theelectric power system 500. Switch 545 can be configured for operation in a second position (e.g., a closed position) during fault operation of theelectric power system 500. Fault operation can correspond to operation of the electric power system during a timeframe in which a fault is detected. In this way, power can be provided to both electrical power busses 512 and 522 even in the case of failure of one of theelectric machines electrical power buses electric machines electric machine electrical channels power converter 525, or the like. -
FIG. 14 depicts a fourthelectric power system 550 in accordance with an exemplary embodiment of the present disclosure.Electric power system 550 includes a plurality of electric machines. The plurality of electric machines can include at least a firstelectric machine 560 and a secondelectric machine 570. In some embodiments, the firstelectric machine 560 is an LP electric machine or LP generator, such as LPelectric machine 146, while the secondelectric machine 570 is an HP electric machine or HP generator, such as HPelectric machine 145. In some examples, firstelectric machine 560 includes a plurality of diode-rectifiers 558 (e.g., four diode-rectifiers 558), one diode-rectifier 558 being positioned at a terminal connection configuration associated with each winding section of the firstelectric machine 560. The plurality of diode-rectifiers are configured to rectify the power provided from the firstelectric machine 560 to the first and secondelectrical power buses electric machine 560 includes a plurality of AC capacitors 559 (e.g., four AC capacitors 559), oneAC capacitor 559 positioned at a terminal connection configuration associated with each winding section of the firstelectric machine 560. The plurality ofAC capacitors 559 are configured to provide reactive power to the firstelectric machine 560. In some examples, the diode-rectifiers 558 andcapacitors 559 are integrated directly within the firstelectric machine 560, thus providing a passive rectifier assembly for the firstelectric machine 560. - Fourth
electric power system 550 also includes first and secondelectrical channels electrical channel 561 electrically couples the firstelectric machine 560 to a firstelectrical power bus 562 and to a secondelectrical power bus 572. Firstelectrical channel 561 can include avariable DC bus 563 coupling the various wye-connection configurations of firstelectric machine 560 to a first DC/DC converter 581 and second DC/DC converter 582. The multiple instances of wye-connections within the firstelectric machine 560 as coupled to thevariable DC bus 563 provide first and second independent inverter channels that are magnetically balanced within firstelectrical channel 561. - Second
electrical channel 571 electrically couples the secondelectric machine 570 to the firstelectrical power bus 562 and to the secondelectrical power bus 572. Secondelectrical channel 571 can also include a converter 575 (e.g., an HP converter) positioned between the second electric machine 570 (e.g., an HP generator) and the first and secondelectrical power buses Converter 575 can effectively provide an active power rectifier assembly for secondelectric machine 570. Secondelectrical channel 571 can include a first plurality ofAC cables 573 coupling respective first wye-connection instances of secondelectric machine 570 toconverter 575, a second plurality ofAC cables 574 coupling respective second wye-connection instances of secondelectric machine 570 toconverter 575, a third plurality ofAC cables 576 coupling respective third wye-connection instances of secondelectric machine 570 tosecond converter 575, and a fourth plurality ofAC cables 577 coupling respective fourth wye-connection instances of secondelectric machine 570 toconverter 575. The multiple instances of wye-connections within the secondelectric machine 570 as coupled to the first plurality ofAC cables 573, second plurality ofAC cables 574, third plurality ofAC cables 576, and fourth plurality ofAC cables 577 help provide first and second independent inverter channels that are magnetically balanced within secondelectrical channel 571. In some examples,converter 575 can include one or morecommon mode filters 578 and one or more AC/DCconverter circuit elements 579. Secondelectrical channel 571 can also include aDC bus 590 coupling theconverter 575 to first DC/DC converter 581 and second DC/DC converter 582. -
Electric power system 550 can also include a power distribution unit (PDU) 580.PDU 580 can include theconverter 575, firstelectrical power bus 562, secondelectrical power bus 572, first DC/DC converter 581, second DC/DC converter 582, and various switches 593-595. Notably, theconverter 575, firstelectrical power bus 562, secondelectrical power bus 572, first DC/DC converter 581, second DC/DC converter 582, and various switches 593-595 are all co-located withinPDU 580. For example, theconverter 575, firstelectrical power bus 562, secondelectrical power bus 572, first DC/DC converter 581, second DC/DC converter 582, and various switches 593-595 can all be mechanically positioned within a same structuralhousing defining PDU 580. - First DC/
DC converter 581 and second DC/DC converter 582 can generally be characterized as high-density low-loss devices that provide high frequency isolation and allow optimum aircraft DC voltage levels to be respectively provided to the first and secondelectrical power buses DC converter 581 and/or the second DC/DC converter 582 can be isolated DC/DC converters having two or more respective DC terminals. In some implementations, one or more of the DC/DC converter(s) 581, 582 can be configured to additionally or alternatively operate as a fast-acting DC breaker. - Comparing fourth
electric power system 550 ofFIG. 14 to the thirdelectric power system 500 ofFIG. 13 , co-location of components withinPDU 580 enables elimination or reduction of some components (e.g., connector cables). Component reduction can advantageously reduce size and weight of the power system, which can be especially desirable for aircraft applications. For instance, variable DC bus cables in thirdelectric power system 500 ofFIG. 13 connecting the firstelectric machine 510 to the first and secondelectrical power buses electric power system 550 ofFIG. 14 . DCCM filters 530 inconverter 525 of thirdelectric power system 500 can also be removed in the fourthelectric power system 550 ofFIG. 14 . Elimination and/or reduction of the DC cables and DCCM filters can also advantageously reduce DC capacitance within the secondelectric power system 550, provide a common thermal interface withinPDU 580, and increase overall volumetric power density within secondelectric power system 550. - Referring still to
FIG. 14 ,first switch 593 is positioned between an output of first DC/DC converter 581 and the firstelectrical power bus 562.Second switch 594 is positioned between an output of second DC/DC converter 582 and the secondelectrical power bus 572. Switch 595 (e.g., a disconnect switch) is positioned between and electrically couples the firstelectrical power bus 562 and the secondelectrical power bus 572. Switches 593-595 can be variously toggled between first and second positions depending on whether faults are detected withinelectric power system 550. For example, switch 595 can be configured for operation in a first position (e.g., an open position) during normal steady-state operation of theelectric power system 550. Switch 595 can be configured for operation in a second position (e.g., a closed position) during fault operation of theelectric power system 550. Fault operation can correspond to operation of the electric power system during a timeframe in which a fault is detected. Faults that would affect operation of one of theelectrical power buses electric machines electric machine electrical channels power converter 575, or the like. - Comparing the
electric power systems FIGS. 13-14 to theelectric power systems FIGS. 11-12 reveal the elimination of a converter within one of the electrical channels. For example, firstelectrical channel 511 ofelectric power system 500 and firstelectrical channel 561 ofelectric power system 550 can respectively eliminate a converter (such asfirst converter 415 of the firstelectric power system 400 ofFIG. 11 orfirst converter 465 of the secondelectric power system 450 ofFIG. 12 ). Elimination of this LP converter capitalizes on a dynamic of some engine configurations whereby LP generator pushes power but does not absorb power. In keeping with such an operational configuration, power is always transferred from the LP generator to the HP generator. So at any point in time, the LP is never absorbing power but always pushing power out. This is in contrast with the HP generator which is typically configured to run in both motor/generator modes. Under starting conditions, the HP electric machine will run as a motor and then it will start generating power. By assuming that power transfer always happens from LP to HP, the LP active converter can be eliminated, and instead power can be rectified at the LP generator directly, providing a configuration that is even more power dense, reliable, and affordable. This can be accomplished at least in part by positioning capacitor-diode rectifiers at the terminals of the LP electric machine. -
FIGS. 13-14 depict aspects of the first example electricmachine connection configuration 310 ofFIG. 5 and the first generator andconverter assembly 320 ofFIG. 6 . However, it should be appreciated that other example electric machine connection configurations (such as but not limited to the second example electricmachine connection configuration 330 ofFIG. 7 and the third example electricmachine connection configuration 350 ofFIG. 9 ) and other example generator and converter assemblies (such as but not limited to the second generator andconverter assembly 340 ofFIG. 8 and the third generator andconverter assembly 360 ofFIG. 10 ) can be employed instead of those depicted inFIGS. 13-14 . - Referring now to
FIG. 15 , anexample method 600 for generating electric power for an aircraft in accordance with an exemplary embodiment of the present disclosure is depicted. At (602),method 600 can include generating power at a first electric machine. In some examples, generating power at (602) can include generating a first power flow at an LP generator. In some examples, the LP generator configured to generate the first power flow at (602) can include a plurality of multi-phase windings that are substantially magnetically decoupled and that is mechanically balanced even if one of the plurality of windings is de-energized. In some examples, the LP generator configured to generate first power flow at (602) includes multi-phase windings that are tooth-wound and/or that are spatially distributed in a magnetic core (e.g., in stators of the magnetic core) of the LP generator. In some examples, the LP generator can include first and second multi-phase winding sections, each multi-phase winding section including three terminals for three-phase electric power. In some examples, the LP generator can include a plurality of coupled multi-phase winding pairs and six terminals for delivering six-phase electric power from the plurality of coupled multi-phase winding pairs. In some examples, the LP generator can include first, second, third, and fourth multi-phase winding sections, each multi-phase winding section including three terminals for three-phase electric power. - At (604),
method 600 can include rectifying power generated by the first electric machine at (602). For instance, a first converter (e.g., an LP converter) can be used to rectify power at (604). In some examples, rectifying power at (604) can include passively rectifying the first power flow generated by the LP generator at (602). For instance, power rectified at (604) can be rectified using a plurality of diode-rectifiers configured to rectify the power provided from an LP generator. The plurality of diode-rectifiers can be physically integrated with the LP generator. In some examples, a plurality of AC capacitors are also physically integrated into the LP generator to help provide reactive power to the LP generator. - At (606),
method 600 can include generating power at a second electric machine. In some examples, generating power at (606) can include generating a second power flow at an HP starter-generator. In some examples, the HP starter-generator configured to generate second power flow at (606) can include a plurality of multi-phase windings that are substantially magnetically decoupled and that is mechanically balanced even if one of the plurality of windings is de-energized. In some examples, the HP starter-generator configured to generate second power flow at (606) can include multi-phase windings that are tooth-wound and/or that are spatially distributed in a magnetic core (e.g., in stators of the magnetic core) of the HP starter-generator. In some examples, the HP starter-generator can include first and second multi-phase winding sections, each multi-phase winding section including three terminals for three-phase electric power. In some examples, the HP starter-generator can include a plurality of coupled multi-phase winding pairs and six terminals for delivering six-phase electric power from the plurality of coupled multi-phase winding pairs. In some examples, the HP starter-generator can include first, second, third, and fourth multi-phase winding sections, each multi-phase winding section including three terminals for three-phase electric power. - At (608),
method 600 can include rectifying power generated by the second electric machine at (604). For instance, a second converter (e.g., an HP converter) can be used to rectify power at (608). In some examples, rectifying power at (608) can include actively rectifying the second power flow generated by the HP starter-generator. - At (610),
method 600 can include coupling passively rectified power from the LP generator to at least first and second DC channels. In some examples, the first and second DC channels are formed at least in part by first and second electrical power buses that are respectively coupled to the LP generator. The first and second DC channels to which passively rectified power are coupled at (610) can be formed at least in part by the first electrical power bus and the second electrical power bus. In some examples, the first and second electrical channels can additionally include an isolated DC/DC converter coupling the LP generator to the first and second electrical power buses. Such a DC/DC converter can include two or more DC terminals, and can be configured to additionally or alternatively operate as a fast-acting DC breaker. - At (612),
method 600 can include coupling actively rectified power from the HP generator to the at least first and second DC channels. In some examples, the first and second DC channels are formed at least in part by first and second electrical power buses that are respectively coupled to the HP starter-generator. The first and second DC channels to which actively rectified power are coupled at (612) can be formed at least in part by the first electrical power bus and the second electrical power bus. In some examples, the first and second electrical channels can additionally include an isolated DC/DC converter coupling the HP starter-generator to the first and second electrical power buses. Such a DC/DC converter can include two or more DC terminals, and can be configured to operate as a fast-acting DC breaker. - At (614),
method 600 can include powering one or more loads within a vehicle (e.g., an aircraft) with DC voltages provided by the first and second DC channels. In some implementations, the one or more vehicle loads powered at (614) can correspond to aircraft loads such as one or more engine electrical loads such as but not limited to fuel pump(s), cooling pump(s) and engine icing protection, one or more environmental control systems such as but not limited to systems for cabin pressurization, cabin air-conditioning, and the like, flight control electrified actuators, avionics, wing icing protection, and other systems requiring DC power within an aircraft. The first and second DC channels used to power one or more loads at (614) can be regulated or unregulated. The voltage levels provided by the first and second DC channels can be fixed or they can be varied (e.g., varied among two or more voltage values). The multiple DC channels used to power one or more loads at (614) can be configured to carry electrical power having a bi-polar voltage of between about +/- 270 volts and about +/- 2400 volts. - At (616),
method 600 can include detecting a fault within the electric power system resulting in power (e.g., the electric power coupled at (610) and/or (612)) being unavailable at the first and second DC channels (e.g., at first and second electrical power buses forming in part the first and second DC channels). In response to a fault being detected at (616), a connector switch positioned between the first electrical power bus and the second electrical power bus can be toggled at (618) such that power remains available to the one or more loads despite the fault. In some examples, only a portion of the power coupled at (610) and (612) is available to the aircraft loads when the connector switch is toggled at (618). However, the portion should be sufficient to allow many of the various electric machine operating modes to continue functioning. As such, even while operating under fault conditions, an aircraft can have enough power to safely finish a mission, cruise to a destination, and safely land despite encountering a fault. - When the electric power system that generates electric power in
method 600 is operating under normal steady-state conditions, the one or more aircraft loads are powered by both first and second electrical power buses. When a fault is detected, the electric propulsion assembly is powered by one of the first and second electrical power buses, while the other electrical power bus is disconnected. - This written description uses examples to disclose the invention, including the best mode, and also to enable any person skilled in the art to practice the invention, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the invention is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they include structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal languages of the claims.
- Further aspects of the invention are provided by the subject matter of the following clauses:
- A vehicle electric power system comprising: at least first and second electric machines, each electric machine comprising a plurality of multi-phase windings that are substantially magnetically decoupled, and wherein each electric machine is mechanically balanced even if one of the plurality of windings is de-energized; a first electrical channel coupling the first electric machine to a first electrical power bus and to a second electrical power bus; and a second electrical channel coupling the second electric machine to the first electrical power bus and to the second electrical power bus; wherein multiple DC channels for the vehicle electric power system are formed at least in part by the first electrical power bus and the second electrical power bus.
- The vehicle electric power system of one or more of these clauses, wherein the plurality of multi-phase windings are tooth-wound and spatially distributed around each electric machine.
- The vehicle electric power system of one or more of these clauses, further comprising: a switch positioned between and electrically coupling the first electrical power bus and the second electrical power bus, wherein the switch is configured for operation in a first position during normal steady-state operation of the vehicle electric power system, and wherein the switch is configured for operation in a second position during fault operation of the vehicle electric power system.
- The vehicle electric power system of one or more of these clauses, wherein: the at least first and second electric machines respectively comprise first and second multi-phase winding sections, each multi-phase winding section comprising terminals for multi-phase electric power; the first electrical channel comprises first and second parallel connections to the terminals of the first multi-phase winding section; and the second electrical channel comprises third and fourth parallel connections to the terminals of the second multi-phase winding section.
- The vehicle electric power system of one or more of these clauses, wherein: the at least first and second electric machines respectively comprise a plurality of coupled multi-phase winding pairs and terminals for delivering multi-phase electric power from the plurality of coupled multi-phase winding pairs; the first electrical channel comprises first and second parallel connections to the terminals of the plurality of coupled multi-phase winding pairs; and the second electrical channel comprises third and fourth parallel connections to the terminals of the plurality of coupled multi-phase winding pairs.
- The vehicle electric power system of one or more of these clauses, wherein: the at least first and second electric machines respectively comprise first, second, third, and fourth multi-phase winding sections, each multi-phase winding section comprising terminals for multi-phase electric power; the first electrical channel comprises a first connection to the terminals of the first multi-phase winding section and a second connection to the terminals of the second multi-phase winding section; the second electrical channel comprises a third connection to the terminals of the third multi-phase winding section and a fourth connection to the terminals of the fourth multi-phase winding section.
- The vehicle electric power system of one or more of these clauses, wherein at least one of the first, second, third, and fourth multi-phase winding sections is wye-connected and at least another one of the first, second, third, and fourth multi-phase winding sections is delta-connected.
- The vehicle electric power system of one or more of these clauses, wherein: the first electrical channel comprises a first converter coupling the first electric machine to the first electrical power bus and to a second electrical power bus; the second electrical channel comprises a second converter coupling the second electric machine to the first electrical power bus and to the second electrical power bus; and the vehicle electric power system comprises one or more switches configured for operation in a first position during normal steady-state operation of the vehicle electric power system and in a second position during fault operation of the vehicle electric power system.
- The vehicle electric power system of one or more of these clauses, wherein the first converter, the second converter, and the one or more switches are co-located in a power distribution unit.
- The vehicle electric power system of one or more of these clauses, wherein: the first and second electric machines are configured for use in a gas turbine engine comprising a low pressure turbine and a low pressure compressor rotatable with one another through a low pressure shaft and a high pressure turbine and a high pressure compressor rotatable with one another through a high pressure shaft; the first electric machine is rotatable with the low pressure (LP) shaft; and the second electric machine is rotatable with the high pressure (HP) shaft.
- The vehicle electric power system of one or more of these clausesO, wherein the first electric machine comprises: a plurality of diode-rectifiers configured to rectify the power provided from the first electric machine to the first and second electrical power buses; and a plurality of AC capacitors at terminals of the first electric machine, the AC capacitors configured to provide reactive power to the first electric machine; and wherein the diode-rectifiers and the plurality of AC capacitors are physically integrated with the first electric machine.
- The vehicle electric power system of one or more of these clauses, wherein the first and second electrical channels comprise an isolated DC/DC converter coupling the first electric machine to the first and second electrical power buses and coupling the second electric machine to the first and second electrical power buses, wherein the DC/DC converter comprises two or more DC terminals.
- The vehicle electric power system of one or more of these clauses, wherein the DC/DC converter operates as a fast-acting DC breaker.
- The vehicle electric power system of one or more of these clauses, wherein the DC/DC converter, a portion of the first electrical power bus, and a portion of the second electrical power bus are co-located in a power distribution unit.
- The vehicle electric power system of one or more of these clauses, wherein the multiple DC channels are configured to carry electrical power having a bi-polar voltage of between about +/- 270 volts and about +/- 2400 volts, or unipolar voltage of between about 270 volts and about 4800 volts.
- The vehicle electric power system of one or more of these clauses, wherein the multiple DC channels are configured to carry electrical power having a bi-polar or unipolar voltage of between 270 and 800, below 270, between 600 and 1200, about 800, about 1200, between 800 and 1600, between 1200 and 2400, about 1600, about 2600, about 3000, between 2400 and 3000, about 4800, between 3000 and 4800, and/or above 4800 volts.
- A vehicle electric power system comprising: a gas turbine engine comprising a low pressure turbine and a low pressure compressor rotatable with one another through a low pressure shaft and a high pressure turbine and a high pressure compressor rotatable with one another through a high pressure shaft; an LP electric machine that is rotatable with the low pressure shaft, wherein the LP electric machine comprises a passive rectifier assembly for providing a first power flow; an HP electric machine that is rotatable with the high pressure shaft, wherein the HP electric machine is coupled to an active rectifier assembly for providing a second power flow.
- The vehicle electric power system of one or more of these clauses, wherein the passive rectifier assembly comprises: a plurality of diode-rectifiers configured to rectify the power provided from the LP electric machine; and a plurality of AC capacitors at terminals of the LP electric machine, the AC capacitors configured to provide reactive power to the LP electric machine; and wherein the diode-rectifiers and the plurality of AC capacitors are physically integrated with the LP electric machine.
- The vehicle electric power system of one or more of these clauses, wherein each of the LP electric machine and the HP electric machine comprises a plurality of multi-phase windings that are substantially magnetically decoupled, and wherein each electric machine is mechanically balanced even if one of the plurality of windings is de-energized.
- The vehicle electric power system of one or more of these clauses, comprising: a first electrical channel coupling the first power flow from the LP electric machine to a first electrical power bus and to a second electrical power bus; and a second electrical channel coupling the second power flow from the HP electric machine to the first electrical power bus and to the second electrical power bus; and wherein multiple DC channels for the vehicle electric power system are formed at least in part by the first electrical power bus and the second electrical power bus.
- The vehicle electric power system of one or more of these clauses, wherein the multiple DC channels are configured to carry electrical power having at least first and second bi-polar voltages operating at one or more of same voltage levels and different voltage levels.
- A method for generating electric power for a vehicle comprising: generating a first power flow at a first electric machine; passively rectifying the first power flow generated by the first electric machine; generating a second power flow at a second electric machine; actively rectifying the second power flow generated by the second electric machine; coupling passively rectified first power from the first electric machine to at least first and second DC channels; coupling actively rectified second power from the second electric machine to the at least first and second DC channels; and powering one or more loads within a vehicle with DC voltages provided by the first and second DC channels.
- A vehicle electric power system comprising: at least one electric machine comprising a plurality of tooth-wound multi-phase windings that are substantially magnetically decoupled, wherein the at least one electric machine is mechanically balanced even if one of the plurality of windings is de-energized; one or more power rectifiers for producing rectified power from the power generated by the at least one electric machine; a plurality of electrical power busses formed after the at least one power rectifier, the plurality of electrical power busses configured to provide DC power to one or more loads within a vehicle.
- The vehicle electric power system of one or more of these clauses, wherein the plurality of tooth-wound multi-phase windings comprises a first plurality of windings configured for generating power associated with a first current and a second plurality of windings configured for generating power associated with a second current, wherein the first current is different than the second current.
- The vehicle electric power system of one or more of these clauses, wherein: the one or more power rectifiers comprises an active power rectifier and a passive power rectifier; the plurality of tooth-wound multi-phase windings comprises a first plurality of windings coupled to the active power rectifier and a second plurality of windings coupled to the passive power rectifier.
- The vehicle electric power system of one or more of these clauses, wherein the one or more power rectifiers comprises: a plurality of diode-rectifiers configured to rectify the power provided from the at least one electric machine; a plurality of AC capacitors at terminals of the at least one electric machine, the AC capacitors configured to provide reactive power to the at least one electric machine; and wherein the diode-rectifiers and the plurality of AC capacitors are physically integrated with the at least one electric machine.
- The vehicle electric power system of one or more of these clauses, wherein the DC power provided by the plurality of electrical power busses is regulated at fixed voltage values.
- The vehicle electric power system of one or more of these clauses, wherein the DC power provided by the plurality of electrical power busses is varied among two or more voltage values.
- The vehicle electric power system of one or more of these clauses, wherein the plurality of electrical power busses are configured to carry electrical power having a bi-polar voltage of between about +/- 270 volts and about +/- 2400 volts, or unipolar voltage of between about 270 volts and about 4800 volts.
- The vehicle electric power system of one or more of these clauses, wherein the multiple DC channels are configured to carry electrical power having a bi-polar or unipolar voltage of between 270 and 800, below 270, between 600 and 1200, about 800, about 1200, between 800 and 1600, between 1200 and 2400, about 1600, about 2600, about 3000, or between 2400 and 3000, about 4800, or between 3000 and 4800, and/or above 4800 volts.
- The vehicle electric power system of one or more of these clauses, wherein the at least one electric machine comprises first and second multi-phase winding sections, each multi-phase winding section comprising terminals for multi-phase electric power.
- The vehicle electric power system of one or more of these clauses, wherein the at least one electric machine comprises a plurality of coupled multi-phase winding pairs and terminals for delivering multi-phase electric power from the plurality of coupled multi-phase winding pairs.
- The vehicle electric power system of one or more of these clauses, wherein the at least one electric machine comprises first, second, third, and fourth multi-phase winding sections, each multi-phase winding section comprising terminals for multi-phase electric power.
- A vehicle electric power system of one or more of these clauses utilizing a method for generating electric power for a vehicle of one or more of these clauses.
- A method for generating electric power for a vehicle of one or more of these clauses utilizing a vehicle electric power system of one or more of these clauses.
- A method for generating electric power for a vehicle of one or more of these clauses using any of the embodiments according to
FIGS. 5 through 14 and accompanying description. - An electric power system for a vehicle of one or more of these clauses according to any of the embodiments shown in
FIGS. 5 through 14 and accompanying description. - A vehicle electric power system of one or more of these clauses wherein the vehicle is an aircraft.
Claims (15)
- A vehicle electric power system (400) comprising:at least first and second electric machines (410), each electric machine (321) comprising
a plurality of multi-phase windings (311) that are substantially magnetically decoupled, and wherein each electric machine (321) is mechanically balanced even if one of the plurality of windings (311) is de-energized;a first electrical channel (411) coupling the first electric machine (410) to a first electrical
power bus and to a second electrical power bus (422); anda second electrical channel (421) coupling the second electric machine (420) to the first electrical power bus (412) and to the second electrical power bus (422);wherein multiple DC channels for the vehicle electric power system (400) are formed at least in part by the first electrical power bus (412) and the second electrical power bus (422). - The vehicle electric power system (400) of claim 1, wherein the plurality of multi-phase windings (311) are tooth-wound and spatially distributed around each electric machine (321).
- The vehicle electric power system (400) of any preceding claim, further comprising:
a switch (406) positioned between and electrically coupling the first electrical power bus (412) and the second electrical power bus (422), wherein the switch (406) is configured for operation in a first position during normal steady-state operation of the vehicle electric power system (400), and wherein the switch (406) is configured for operation in a second position during fault operation of the vehicle electric power system (400). - The vehicle electric power system (400) of any preceding claim, wherein:the at least first and second electric machines (410) respectively comprise first and second multi-phase winding sections (311), each multi-phase winding section (311) comprising terminals for multi-phase electric power;the first electrical channel (411) comprises first and second parallel connections to the terminals of the first multi-phase winding section (311); andthe second electrical channel (421) comprises third and fourth parallel connections to the terminals of the second multi-phase winding section (311).
- The vehicle electric power system (400) of any preceding claim, wherein:the at least first and second electric machines (410) respectively comprise a plurality of coupled multi-phase winding pairs and terminals for delivering multi-phase electric power from the plurality of coupled multi-phase winding pairs;the first electrical channel (411) comprises first and second parallel connections to the terminals of the plurality of coupled multi-phase winding pairs; andthe second electrical channel (421) comprises third and fourth parallel connections to the terminals of the plurality of coupled multi-phase winding pairs.
- The vehicle electric power system (400) of any preceding claim, wherein:the at least first and second electric machines (410) respectively comprise first, second, third, and fourth multi-phase winding sections (311), each multi-phase winding section (311) comprising terminals for multi-phase electric power;the first electrical channel (411) comprises a first connection (315) to the terminals of the first multi-phase winding section (311) and a second connection (316) to the terminals of the second multi-phase winding section (311);the second electrical channel (421) comprises a third connection (317) to the terminals of the third multi-phase winding section (311) and a fourth connection (318) to the terminals of the fourth multi-phase winding section (311).
- The vehicle electric power system (400) of claim 6, wherein at least one of the first, second, third, and fourth multi-phase winding sections (311) is wye-connected and at least another one of the first, second, third, and fourth multi-phase winding sections (311) is delta-connected.
- The vehicle electric power system (400) of any preceding claim, wherein:the first electrical channel (411) comprises a first converter (415) coupling the first electric machine (410) to the first electrical power bus (412) and to a second electrical power bus (422);the second electrical channel (421) comprises a second converter (425) coupling the second electric machine (420) to the first electrical power bus (412) and to the second electrical power bus (422); andthe vehicle electric power system (400) comprises one or more switches (402) configured for operation in a first position during normal steady-state operation of the vehicle electric power system (400) and in a second position during fault operation of the vehicle electric power system (400).
- The vehicle electric power system (400) of any preceding claim, wherein:the first and second electric machines (410) are configured for use in a gas turbine engine comprising a low pressure turbine and a low pressure compressor (110) rotatable with one another through a low pressure shaft and a high pressure turbine (116) and a high pressure compressor (110) rotatable with one another through a high pressure shaft;the first electric machine (410) is rotatable with the low pressure (LP) shaft; andthe second electric machine (420) is rotatable with the high pressure (HP) shaft.
- The vehicle electric power system (400) of any preceding claim, wherein the multiple DC channels are configured to carry electrical power having a bi-polar voltage of between about +/- 270 volts and about +/- 2400 volts.
- A vehicle electric power system (400) comprising:a gas turbine (116) engine comprising a low pressure turbine and a low pressure compressor (110) rotatable with one another through a low pressure shaft and a high pressure turbine (116) and a high pressure compressor (110) rotatable with one another through a high pressure shaft;an LP electric machine (146) that is rotatable with the low pressure shaft, wherein the LP electric machine (146) comprises a passive rectifier assembly (320) for providing a first power flow; andan HP electric machine (145) that is rotatable with the high pressure shaft, wherein the HP electric machine (145) is coupled to an active rectifier assembly (320) for providing a second power flow.
- The vehicle electric power system (400) of any preceding claim, wherein the passive rectifier assembly (320) comprises:a plurality of diode-rectifiers (508) configured to rectify the power provided from the LP electric machine (146); anda plurality of AC capacitors (509) at terminals of the LP electric machine (146), the AC capacitors configured to provide reactive power to the LP electric machine (146); andwherein the diode-rectifiers (508) and the plurality of AC capacitors (509) are physically integrated with the LP electric machine (146).
- The vehicle electric power system (400) of any preceding claim, wherein each of the LP electric machine (146) and the HP electric machine (145) comprises a plurality of multi-phase windings (311) that are substantially magnetically decoupled, and wherein each electric machine (321) is mechanically balanced even if one of the plurality of windings (311) is de-energized.
- The vehicle electric power system (400) of any preceding claim, comprising:a first electrical channel (411) coupling the first power flow from the LP electric machine to a first electrical power bus (412) and to a second electrical power bus (422); anda second electrical channel (421) coupling the second power flow from the HP electric machine (145) to the first electrical power bus (412) and to the second electrical power bus (422); andwherein multiple DC channels for the vehicle electric power system (400) are formed at least in part by the first electrical power bus (412) and the second electrical power bus (422).
- A method (600) for generating electric power for a vehicle comprising:generating a first power flow at a first electric machine (410);passively rectifying the first power flow generated by the first electric machine;generating a second power flow at a second electric machine (420);actively rectifying the second power flow generated by the second electric machine;coupling passively rectified first power from the first electric machine (410) to at least first and second DC channels;coupling actively rectified second power from the second electric machine (420) to the at least first and second DC channels; andpowering one or more loads within a vehicle with DC voltages provided by the first and second DC channels.
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US16/924,785 US11325714B2 (en) | 2020-07-09 | 2020-07-09 | Electric power system for a vehicle |
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EP3936365A1 true EP3936365A1 (en) | 2022-01-12 |
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US20220258867A1 (en) | 2022-08-18 |
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US20220009643A1 (en) | 2022-01-13 |
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